Issuu

August 2016 Volume 36, Issue 8

TRUCK NEWS Training required

Taking it slow

We test drive Volvo’s new I-Shift with crawler gears, for applications in which even 1 mph is just too fast.

Get’em young

Delivering daily news at trucknews.com

How does the trucking industry attract more young technicians? These kids have the answers.

Page 44

Tesla co-founder Ian Wright discusses a new electric drivetrain for heavy-duty garbage trucks.

Page 38

Charged up

Page 26

Page 21

Canada’s Trucking Newspaper Since 1981

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RE T ADVERTAIL ISIN G PAGES 4

5 -52

Ontario introduces landmark training requirements for entry-level drivers

BRAMPTON, ONTARIO It’s official. Beginning July 1, 2017, Ontario drivers who want to take the Class A road test will first be required to successfully complete a mandatory entry-level training course. The Ontario Trucking Association (OTA) is applauding the June 28 announcement made by the province’s transportation minister, Steven Del Duca, who the association said made good on a commitment shortly after becoming minister in 2014, three years after the OTA first proposed the measure to the provincial government. “By being the first jurisdiction in Canada to introduce mandatory entry-level training for tractor-trailer drivers, Ontario is leading the way in further improving highway safety and helping the industry ensure it has an adequate supply of consistently trained, quality new drivers in the future,” said OTA CEO David Bradley, who stood with the minister at the announcement in Brampton. “This is a game-changer. The days of basically being able to walk in off the street and take the tractor-trailer test with no training whatsoever are over.” Continued on page 9

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This sky-blue 2005 Pete 379 was one of the attractions in Clifford, Ont.

Classics rock Clifford More than 250 vintage trucks were on display at the Great Lakes Truck Club’s annual truck show in Clifford By James Menzies CLIFFORD, ONTARIO About 260 classic trucks from all over Ontario and beyond rolled into Rotary Park in Clifford, Ont. over the Canada Day weekend. After a soggy, chilly Canada Day, the weather improved and the chrome glistened under the July sun over the remainder of the weekend. Even the rain on July 1 didn’t dampen spirits, according to Great Lakes Truck Club show coordinator Chris Hall. “It’s kind of funny, antique and classic guys are kind of weird,” Hall joked with Truck News on July 2. “The weather doesn’t affect them. It’s a specific event, so they know they’re coming out to it. Yesterday the trucks rolled in here all day, rain or shine, and nobody was miserable.” The truck turnout was slightly higher than last year’s level, with many first-time trucks on display. The show covers a broad spectrum from ancient cabovers in original condition to fully restored classic-style conventionals. There is no judging at the event, differentiating it from other truck shows. “This show, bar-none, is a meet-and-greet,” Hall explained. “This is the only show where guys can walk around and if a guy has driven truck for a good part of his life, he may see 12 people he knows. You see a lot of chit-chatting.

We bring back the spirit of the old Ontario truck show.” While no prizes are awarded, the owners certainly demonstrated a lot of pride in their rides and most of the trucks were polished till gleaming. The feature brand this year was Freightliner, with about 50 trucks occupying the popular Freightliner Corral. Hall said Freightliner has a strong following of enthusiasts in Ontario.

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INSIDE THE NUMBERS Annual supply chain budget of shipper respondents

WHAT SHIPPERS REALLY VALUE

More than $20M

ARE YOU DELIVERING IT?

Less than $100,000

13%

$10M - $20M

15%

hat’s exactly what our annual Shipper’s Choice Survey aims to figure out. For the past 15 years we have partnered with our sister publication Canadian Shipper to understand what shippers

consider most important when selecting one carrier over another and one mode over another.

$100,000 $500,000

21%

$5M $10M

Included here you will see the importance they place on eight key performance indicators and how each transportation mode fares in terms of performance according to Canadian shippers. $1M - $5M

21%

15%

Importance Of Performance Criteria

$500,000 - $1M

Mode

On-time performance

Quality of equipment & operations

Information technology

Competitive pricing

Customer service

Leadership in problem solving

Ability to provide value-added services

Sustainable transportation practices

LTLTrucking

4.768

4.377

4.104

4.689

4.723

4.445

3.662

4.079

TL Trucking

4.850

4.518

4.154

4.733

4.645

4.439

3.893

4.178

Ocean Carriers

4.637

4.452

4.384

4.761

4.641

4.494

4.068

4.207

Couriers

4.866

4.418

4.599

4.751

4.682

4.417

3.914

4.197

Air Carriers

4.899

4.560

4.614

4.684

4.673

4.559

4.024

4.205

Rail Carriers

4.586

4.430

4.331

4.745

4.601

4.345

3.921

4.248

Sectoral distribution of shipper respondents Third-party logistics

Retail

Freight forwarding

22%

Shipper Satisfaction Ratings By Mode

17%

12%

Other sectors

42%

Mode

On-time performance

Quality of equipment & operations

Information technology

Competitive pricing

Customer service

Leadership in problem solving

Ability to provide value-added services

Sustainable transportation practices

Total satisfaction score

LTLTrucking

20.55

18.67

16.46

20.05

20.11

17.99

14.63

16.61

145.068

TL Trucking

21.34

19.59

16.40

20.42

20.16

18.49

15.63

17.17

149.208

Ocean Carriers

19.47

18.47

17.57

19.95

19.23

17.59

15.16

16.43

143.851

Couriers

20.88

18.71

19.16

19.44

18.40

16.47

14.46

16.45

143.962

Air Carriers

21.86

19.90

19.53

19.73

20.00

19.03

15.91

16.81

152.772

Rail Carriers

17.93

17.75

16.95

19.03

17.08

15.29

13.53

16.16

133.712

Manufacturing

Gross annual sales of shipper respondents

11%

12%

21%

28%

Over 2 billion

Over 500 million to 2 billion

Over 100 million to 500 million

Over 60 million to 100 million

Over 30 million to 60 million

Over 15 million to 30 million

Over 5 million to 15 million

5 million or less

NEITHER RAIN, NOR SNOW NOR 23 HOURS OF DARKNESS NOR THE FAILED MISSIONS OF TRUCKERS’ PAST NOR ACTS OF GOD. . . SHALL STAY ME AND THESE CHAINED-UP WHEELS FROM REACHING THE FINAL OUTPOSTS OF THIS VAST FRONTIER ®

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TRUCK NEWS INSIDE THIS ISSUE

The Last Word Gorski Bulk, a small fleet with a big appetite for technology.

7 Editorial

Welcoming Ontario’s new training standards and embracing the quiet leader.

9-21 Business Coverage of the PMTC’s annual conference, measuring independence and looking ahead at the impending electronic logging device mandate.

Goober for hire

TRUCK NEWS

35 Al Goodhall - Opinion In-cab technologies are deigned to be punitive and can’t give a driver a pat on the back. Al Goodhall has some ideas on how drivers can generate positive feedback.

37 David Bradley - Industry Mandatory entry-level training has arrived in Ontario. OTA’s David Bradley explains why it’s a game-changer.

55 Mail Readers weigh in on how to eliminate wheel separations and a loyal Western Star owner contends the brand was aerodynamic before its time.

56 Alternative Fuels Diesel costs are low but some fleets still see advantages to running trucks on compressed natural gas.

38-39 Maintenance How can the industry better attract youth? A panel of young technicians has some ideas.

57 Book Review

Harry Rudolfs reviews a new book that helps owneroperators choose the right carrier to work with.

40 Dr. Chris Singh - Health Be aware of the signs of lead poisoning and seek medical attention if they’re present, Dr. Singh warns.

41 Karen Bowen - Health

In every issue

45-52 Marketplace 57 Ad Index

Stay hydrated this summer with these tips from resident health expert Karen Bowen.

33 Scott Taylor - Tax Talk Thinking about packing it in? Plan ahead to properly wind down the business and you’ll reap the rewards.

Mark Dalton in...

31 Ask the Expert - Safety Online driver training has come of age and eliminates many of the challenges involved in training a mobile workforce.

On the heels of the PMTC’s annual conference, Mike gives a shout-out to some awardwinning fleets and drivers.

23-29 Equipment

We test drive the I-Shift transmission with crawler gears and take a deep dive into the Kenworth T880.

36 Mike Millian - Industry

42 Fleet News Andy Transport expands again in Montreal and M-O adds containers to its fleet.

43 Guest Column

59 N ew Products

60 Newland Transport 61 Announcements

Shelley Uvanile-Hesch brings forward some suggestions on how to make the trucking industry more inclusive of women.

August 2016 Volume 36, Issue 8

On the Road

ISSN 0712-2683 (Print) ISSN 1923-3523 (Online) Truck News is published monthly by

Newcom Business Media Inc.

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TRUCK NEWS

EDITORIAL

August 2016

Raising the bar for driver training

Editorial Comment JAMES MENZIES

Ontario has made good on a promise to toughen the process of obtaining a commercial driver’s licence. In late June, it announced mandatory entry-level training (MELT) and for the first time will require new drivers to undergo a fairly rigorous training program before obtaining their A/Z licence. More than 100 hours will be required before drivers will be able to take the test to obtain their commercial licence. The new standard should eliminate licence mills and bring a heightened level of professionalism to the industry. A/Z licenceholders should arrive at a carrier’s door for a road test properly trained to succeed. Training should not and will not end there, but at least carriers will know drivers have received sufficient training on basic driving skills. This is a huge step forward for the trucking industry. It also opens the door to potentially, someday, having truck driving recognized as a skilled trade. In recent comments at the Ontario Trucking Association (OTA) Council Summit, president and CEO David Bradley said the trucking industry has itself to blame

for its inability to become recognized as a skilled trade. “When I drive down the highway and I see a trailer with a sticker on it advertising for truck drivers and saying ‘No education required,’ that is not indicative of a skilled, or even semi-skilled occupation,” he said. “We don’t have any compulsory training required. You can walk in off the street and take a Class A test…that is not indicative of a skilled occupation. The fact we don’t have a formal ongoing lifetime training program is not indicative of a skilled occupation.” All that will change with the implementation of mandatory entry-level training. You can’t overstate how significant this new standard is. Not everyone will be happy with the implementation of MELT. Some stakeholders will quibble over details, such as the allowance of automated transmissions. But remember – it’s better than what we had, which was no standard at all. Training schools that are incapable of training to the new standard will disappear. Speaking at the Private Motor Truck Council of Canada’s annual conference in June, transporta-

tion lawyer Heather Devine mentioned her firm has already heard from training providers who are unhappy with the new requirements. They will now need to invest in the personnel and equipment to train to the standard or go away. Good riddance to them if they’re unwilling or incapable of doing so. Yes, the cost of training will increase as a result of the new standard. But trucking is a career that can provide a very attractive income. As with other professions, one must make an investment before they’re able to do the job. Professional hairstylists in Ontario are required to undergo 480 hours of training and often apprentice for three years before servicing their own clients. It is not unreasonable to require prospective commercial drivers to invest in a quality training program before they’re permitted to work in this industry. Yes, MELT may initially result in fewer A/Z licences being issued at a time when the industry is starved for drivers. But

Make way for the quiet leader who listens

The view with Lou LOU SMYRLIS

The leaders that shaped the trucking industry of today were forged in the cauldron of deregulation in the late 1980s. At a time of regulatory upheaval which saw once powerful companies get mired in outdated thinking and become paralyzed by indecision, these leaders saw great opportunity and were unrelenting in their pursuit of it. They started as small operators but grew quickly, often at the expense of older and more established brands that could not keep up with this new dynamism. They were able to grow because when people were uncertain about the way forward they knew what had to be done and inspired others to follow. These were the people I met as I

started writing about the industry in 1990. They were bold, they were charismatic and audacious, they were loud about the issues they cared about. They molded their companies in their own image. And no one can argue with their success over the past quarter century and how they’ve grown trucking into transportation’s dominant mode. But as these leaders start to retire and we consider who can fill their shoes, I hope we can also make room for a different type of leader; the type of leader whom by his or her nature doesn’t frequently make headlines. The kind of leader whom Good to Great author Jim Collins describes as someone who demonstrates “a compelling modesty, shunning public adulation and never boastful.”

In plain language: the quiet leader. The kind of leader who rather than molding a company to his or her own image, builds a brand based on values employees and customers respect and then makes his or her own identity subservient to it. The kind of leader who builds an organization that can carry on after his or her retirement. While there is no shortage of such people in our industry I wonder if too often they don’t get passed over for executive positions because they are not the loudest voice in the room and that’s the image of leader we’ve become accustomed to. Leadership comes in different forms and the style of leadership is not what we should get hung up on but rather its effectiveness.

what good were all those unemployable A/Z licence-holders, anyways, the ones who lacked basic driving skills because they were sold a bill of goods and told all they needed was a commercial licence to land a job behind the wheel? MELT may not be perfect, but it’s a lot better than what we had. James Menzies can be reached by phone at (416) 510-6896 or by e-mail at james@newcom.ca You can also follow him on Twitter at Twitter.com/JamesMenzies.

Being soft spoken and considerate should not be considered disadvantages to being a leader. Such attributes should be considered an advantage. Research conducted into effective leadership by Wharton School associate professor Adam Grant, PhD, indicates that listening is key to good leadership and that quiet introverted leaders often deliver better outcomes than extroverts because they’re more likely to consider other people’s suggestions. The new generation entering our industry is the most educated and technologically adept generation our country has seen. They have ideas to share and they will flourish best when working within a system whose leaders cherish listening. They are ready for the quiet leader who listens. Lou Smyrlis can be reached by phone at (416) 510-6881 or by e-mail at lou@newcom.ca You can also follow him on Twitter at Twitter.com/LouSmyrlis.

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TRUCK NEWS

BUSINESS

August 2016

Ontario raises the bar with new entry-level training requirements Continued from page 1

Bradley said there were a number of reasons the OTA wanted to see mandatory entry-level training implemented, including a lack of consistency in the basic level of driving competency in recently licensed Class A drivers. “There are good schools producing good candidates, but at the other end of the spectrum there are the licence mills which are providing just enough instruction to pass the test,” Bradley said. “Simply getting the Class A licence has not been a sufficient indicator that a person has the basic skills that a carrier can then mold into a professional truck driver.” The Private Motor Truck Council (PMTC) also lauded the new mandatory requirements. “This standard will ensure that all drivers who wish to obtain a Class A licence in Ontario will have eet or exceeded minimum entry-level training standards prior to being able to challenge the road test at a Drive Test center,” said PMTC president Mike Millian. “The PMTC was one of several stakeholders who attended many consultation meetings arranged by the MTO (Ministry of Transportation) to frame the new standards.” The OTA said the bar would soon be raised for those looking to acquire their Class A licence to help bring it more in line with the new standard.

“Everyone, from the CTA (Canadian Trucking Alliance) Blue Ribbon Task Force on the Driver Shortage, to the Conference Board of Canada, to just about everyone else in the industry, has identified the fact that tractortrailer driving is erroneously classified as a low-skill occupation, which acts as a barrier to attracting people to the job,” Bradley said. “Mandatory entry-level training is an essential step in changing that perception and the classification. We have a pretty good idea of what the standard will look like. And, given the level of input from industry – including carriers, drivers, insurance companies, training schools and safety organizations – we are in strong support.” MELT will require drivers looking to earn a class A licence to undergo a minimum of 103.5 hours of training. Thirty-six-and-a-half hours are to be spent in the classroom, 17 hours in the yard (pre-trip inspection), 18 hours in the truck off-road and 32 hours on the road. Another 12 hours will be required to earn an air brake endorsement. The on-road test will ensure new drivers can safely complete four right turns, four left turns, four intersections (two stop and two through), two lane changes, driving along, one expressway section, two curves (one left and one right), and one emergency roadside stop/start. Drivers will also have to complete either an offset backing (left or right) or an alley dock

THIS MONTH’S CROSSWORD PUZZLE

Ontario transport minister Steven Del Duca (left) and CTA president David Bradley introduce the new training standard June 28.

operate a Class A vehicle safely?” added Franca Ambrosio, manager, evaluation and training office with the MTO. MacCarl said by having entry-level training standards across the province, licensing mills will begin to fall by the wayside. “Unregistered schools that are out there, they can no longer train,” she said, adding that schools will have to have their curriculum approved by a MELT program expert before the proposed July 2017 deadline. Ambrosio estimated that the full training program would take anywhere from four to six weeks before a new driver can earn his/her licence. “The introduction of MELT will improve road safety by ensuring all new Class A drivers are trained to the same minimum standards,” MacCarl said in closing. “We will ensure that all organizations delivering the program are registered with the province.”

90-degree backing maneuver to demonstrate their backing skills. In addition, the knowledge test will now be 30 questions (before MELT, tests were only 20 questions) selected at random from a new set of 120 competency-based questions the MTO and partners developed. “For us (competency-based) means the required entry-level knowledge and skills that a driver must have. We will ensure (these skills) are observable, measurable and attainable,” explained Kim MacCarl, MTO’s team leader for the standard, when providing an overview of the new requirements at the PMTC’s annual conference in mid-June. “MTO has aligned the training standards, the knowledge test and the road test to be competency-based using our source document – the National Occupation Standard.” “By competency we mean, does the driver have the skills and knowledge to

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BUSINESS

Private trucking in the US has “never been better”: NPTC By Sonia Straface KING CITY, ONTARIO Private fleets in the US have never been in a better state than they are right now, according to executives from the National Private Truck Council (NPTC), who gave a presentation at this year’s Private Motor Truck Council of Canada (PMTC) annual conference. Gary Petty, president and CEO and Tom Moore, senior vice-president of the NPTC explained to conference attendees why private motor fleets are in such a good position in the trucking market today, according to the NPTC’s annual benchmarking survey that includes more than 100 private fleets. “Private fleets in the States have never been in a better position than they are right now,” Moore said. “They’re doing more economically, efficiently and I think that’s one of the main messages here.” Comparing 2016 with 2015 survey results, private fleets recorded 6% more shipments and 12% more volume. In addition, they recorded 18% more value and 5% more miles. “We’re running a few more miles, but we’re doing a lot more,” he said. As well, driver turnover is low and drivers are getting paid more than ever. “We are blessed in the private fleet community with low driver turnover,” Moore said. “We’re at about 17%. That’s much better than what you’re finding in the for-hire segment which flirts with triple digits.” Moore said the number one reason

drivers are leaving, according to the survey, is for another driving job. Discipline is the secondary reason drivers leave, Moore said. “To me those two are tremendous opportunities for us as fleet operators,” Moore said. As far as discipline, Moore said fleets should go back to reviewing their hiring practices and trying to identify why that driver initially might not have been a good choice to hire in the first place. From there, hiring standards should be put in place. As for drivers leaving for another driving job, Moore advised that fleets need to look at how that driving job is structured or review driver compensation. He said fleets should attempt to get drivers home more frequently. Moore said the average salary for drivers in the private fleet sector is now US$65,000. Top drivers are maxing out at close to US$80,000. These salaries are on top of generous benefits, like tuition reimbursements, Moore stressed. He added that one fleet surveyed reported its top drivers were earning more than US$120,000 a year. “My sense is, this is going to be the competitive playing field,” Moore said. “My prediction is drivers are going to be like the free agents in football or baseball. They can command salary and they will find someone to take them.” But even though drivers are getting paid more than ever, it doesn’t mean trucking for private fleets is going to be a smooth ride into the future. Perry said to the audience that despite the good position of the private sector, there is still a major driver shortage looming.

“We’re projecting, of course, a huge shortage of drivers, 175,000 by 2024,” he said, adding the days of owner-operators may be over. “We see a sunset in the over-the-road owner-operator as a business model,” he said. “It’s harder and harder to get people to choose that as a lifestyle.” The NPTC said despite having low turnover and being in a great position so far, the biggest issue facing private fleets today is the aging workforce. “Today, we’re operating with older drivers,” Moore said. “The average age is 51 years old for the fleets in our network. Three years ago fuel and drivers were the top two challenges…now you can see fuel has dropped off the list because we’re not paying as much for fuel so it’s no longer a challenge. Drivers are the biggest challenge in terms of our future.” To help solve this, Moore said fleets

are and should be investing in safety and other driver programs. Close to 85% of the private fleets surveyed said they offer employees a wellness program of some sort, like smoking cessation and nutrition and fitness courses. “With their average driver age being over 50 years old, we need to do a better job of making sure our drivers are staying in shape and can perform their duties,” Moore said. “In our survey this has been one of the fastest growing trends. Four years ago, less than half of our fleet population was actually offering driver wellness programs. “If you’re not safe, you’re not going to be efficient. That’s what our members are telling us. Safety is that key strategy to improve performance,” he added, noting that more fleets are turning to safety bonuses and referral programs and are seeing results.

US truck tonnage spikes in May WASHINGTON, D.C. US for-hire truck tonnage increased 2.7% in May, following two consecutive monthly decreases, according to the latest American Trucking Associations’ seasonally-adjusted ForHire Truck Tonnage Index. Tonnage rose 5.7% year-over-year. Year-to-date compared to the same period in 2016, tonnage is up 4%. ATA chief economist Bob Costello said he expects to see more choppiness in the months ahead. “Following two consecutive decreases totaling 6%, May was a nice increase in truck tonnage,” Costello said. “Better consumer spending in April and May certainly helped, but economic growth remains mixed and I’d expect the recent choppy pattern in tonnage to continue for the next quarter or two. We recently received good news on the inventory cycle, with the total business inventory-to-sales ratio declining for the first time in nearly a year. While one month doesn’t make a trend, this was good news for the trucking industry.”

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2016-07-08 11:54 AM

TRUCK NEWS

August 2016

Borrow tips from the bank to reduce cargo crime By Sonia Straface KING CITY, ONTARIO It’s no secret that cargo crime is a major issue in North America. In Canada alone, cargo theft costs the economy an estimated $5 billion per year. So to help fleet managers understand how to protect their businesses from cargo crime, Const. Chris Bertrand of the Peel Regional Police and Han Koren of Afimac Global spoke to attendees at the Private Motor Truck Council’s annual conference in King City, Ont. In order for fleets to prevent cargo crime from occurring in their own operations, they need to think like a bank, according to Bertrand. “You hear about bank robberies all the time. They’re in the newspapers, they’re covered on TV, but there’s only about 12 (in Peel Region) per year,” he said. To compare that with cargo crime, there were 119 reports of cargo thefts in 2014, Bertrand said, adding that the average loss for a cargo load is $145,000 while the average loss for a bank robbery is just over $1,600. Koren added nearly 50% of all cargo thefts go unreported. So what are the banks doing to curb robbers? First off, Bertrand said banks are much better at surveillance than the average trucking company.

“On average they have 22 security cameras in every bank. But not only that, the cameras are strategically placed,” he said. “So don’t just install one camera to capture the whole property, they have to be strategically placed.” Bertrand explained that when you only install one camera, you only get one angle and often can’t see the face of the perpetrator because the camera is low quality and too far away. Banks also use the media to their advantage, Bertrand said, something the trucking industry doesn’t do for fear they will lose customers. “Banks are never afraid to say they were victimized. A lot of trucking companies are, and that’s understandable because there’s a lot of competition in the trucking industry and you don’t want to have a customer read that your trucking company has had a number of loads stolen because then they’re not going to transport their products with you,” he explained. Bertrand and Koren agreed that it could also be worthwhile for fleets to run voluntary background checks before hiring a new employee. Koren said it doesn’t make sense to employ a driver responsible for $500,000 worth of cargo without first doing a background check. One type of check on potential employees that fleets can do without do-

ing a formal background check is social media profiling, explained Koren. “So if you have a suspicion, or if you want to know more about who you’re recruiting, a check can be done on social media and it’s amazing what people share now on social media. Many companies as part of their recruiting process are using that tool,” he said. A properly lit parking lot is also a good idea to consider, as most cargo thieves would be put off by bright lights shining down on them, said Koren. “Never leave your loads in the truck overnight,” Bertrand added. “The vast majority of stolen cargo, that’s what happens. The driver wants to hit the road first thing in the morning. So they’re going to put the load in the truck, lock it up and then leave at night. Well, what the thieves are going to be doing is going to unsecured yards and they’re going to knock on a truck to tell

if the truck is loaded or not and if it’s loaded, they’re going to take it.” Furthermore, it would be wise to hire a security guard to supervise your yard 24/7 in order to thwart thieves from snooping around your yard, Bertrand said. “The trucking industry is growing and sometimes this means more unsecured yards which make it easy to snatch loads,” said Koren. Bertrand and Koren also said it would also be worthwhile to consider placing GPS devices in your trucks, trailers and cargo. While all of these tips involve expenses, both Koren and Bertrand said the money spent on risk management is worth every penny. “You have to spend some money, but in the end you’re saving yourself money and the huge headache of losing a load,” Bertrand said.

Navistar puts drivers first with new design initiative LISLE, ILLINOIS International Truck has announced DriverFirst, a company-wide initiative aimed at giving its customers an edge in attracting and retaining qualified drivers by engineering trucks with a focus on the driver’s perspective. During a conference call June 13, Denny Mooney, senior vice-president of International, said one of the biggest problems facing the industry is attracting and retaining drivers, and that in his recent talks with trucking companies, the concern over an impending driver shortage continues to come up. “Given the industry’s chronic driver shortage, it’s also about having enough drivers to operate those trucks,” said Mooney. “And for us, that means building trucks that will help our customers attract and retain drivers, by reflecting the driver’s point of view in the way they are designed and the technologies and features they offer. Simply put, we want to build trucks that drivers want to drive.” Mooney said International will be refreshing its truck design in the next couple of years, and the company is getting input directly from drivers to determine how to best engineer those trucks. “Engineering opinions are not always the best opinion when it comes to drivers,” he said. Mooney added that International expects more women and younger drivers to enter the industry in the coming years, which is taken into consideration during the design process. He said International has brought drivers in to sit in clay models of prospective new trucks in an effort to get input on where controls should be located and what does and doesn’t work for them. The clay models have even been transported directly to customers so that several drivers can have the opportunity to provide input on the model. “The key takeaway from our research is that drivers want trucks that are designed to do the job,” Mooney said. “Drivers aren’t looking for something automotive or futuristic for its own sake. They just want something comfortable and functional, with a design that helps them do their job better and more easily.” Mooney said when designing new trucks, International focuses on comfort, safety, productivity and efficiency. The DriverFirst program reflects the company’s long-standing customer focus that it says has yielded a number of innovations, including the Bendix Wingman Fusion safety system and over-the-air engine programming. “The DriverFirst philosophy has already helped us deliver multiple innovations, and it plays an even more prominent role in the new products that we will be bringing to the market starting this fall,” Mooney said. “We are committed to helping our customers improve the total driver experience, so they can encourage their drivers to stick around for the long haul.”

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2016-07-11 10:08 AM

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2016-07-04 10:46 AM

BUSINESS

Excess inventory a concern, but Volvo clings to optimistic market outlook By James Menzies SHIPPENSBURG, PENNSYLVANIA Sluggish order activity and high dealer inventories are plaguing Volvo and other truck makers this year, but Volvo continues to project North American Class 8 truck sales to come in at around 250,000 units. Not a bad year, though it may feel that way on the heels of 2015, which was nearly a record year for Class 8 truck sales. That was the message from Magnus Koeck, vice-president of marketing and brand management, who spoke to the truck press June 28 before offering the first drives of trucks with Volvo’s 2017 powertrain. Koeck said an inflated inventory-tosales ratio across the general economy is slowing freight growth and having an adverse effect on truck manufacturers, who were pumping out trucks to meet last year’s strong demand. “We are experiencing high inventory levels at dealers,” Koeck said. “Everyone is facing the same challenge and it will, of course, be tough to get the market going when we have so much inventory at the dealers.” Koeck said demand for new trucks fell sharply last June and OEMs struggled to curtail production quickly enough to prevent an inventory build-up. “That’s where we are today,” he said. “It is high levels and will continue to be high levels definitely into the third quarter. We anticipate it to fall down a little bit in the fourth quarter.” Volvo is projecting US manufacturing activity to remain flat, while construction spending increases. It also anticipates oil will remain at about $50 per barrel and diesel prices at about US$2.27 per gallon for the remainder of 2016. As a result, Koeck said, demand for vocational trucks is now growing relative to longhaul tractors. Last year, linehaul tractors accounted for about half of Class 8 trucks sold into the US market but this year that has decreased to 43% while vocational truck demand has increased. The regional-haul market is also expected to grow relative to linehaul. Koeck said Volvo is carefully monitoring shifting trade patterns that may result from the recent expansion of the Panama Canal, which could funnel more containerized freight through the Eastern Seaboard. Volvo continues to make gains in pushing its integrated powertrain. Koeck said 94.5% of Volvo trucks now carry Volvo engines and 88.8% are ordered with the I-Shift automated manual transmission. “In five years, we won’t see manuals anymore,” Koeck predicted, noting the addition of low-speed crawler gears to the I-Shift opens it up to a whole new set of vocational applications.

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2016-07-06 1:36 PM

16 BUSINESS

Change hiring tactics to attract young employees By James Menzies KING CITY, ONTARIO If your business is struggling to attract and retain young employees, it could be because you haven’t adjusted your recruitment and management styles to accommodate them. The Private Motor Truck Council of Canada in mid-June heard from three members of its Young Leaders program, who offered a first-hand perspective of what millennials are looking for in a career. The panel consisted of Matt Richardson, sales and operations manager for training school KRTS, Elias Demangos, president and CEO of Fortigo Group and Mike Colwell, transportation supervisor with Praxair Canada. Richardson and Demangos grew up in the trucking business, with Richardson washing trucks as soon as he was old enough and Demangos spending weekends walking wide-eyed through his father’s warehouse, while Colwell arrived in the industry through a different path. He studied human resources in college and only later realized there were a lot of opportunities in the trucking industry. “I had no intention when I went to school of getting into trucking at all,” Colwell admitted. “But one of the things I realized when looking for work is that trucking companies are pretty big and they have an awful lot of opportunities.” Millennials want to work for compa-

nies where they see opportunities to advance, the panelists agreed. They’re likely to jump ship within a few years if they don’t see their career progressing. Demangos said constant feedback is expected. “We try to make sure boredom doesn’t kick in, because you can lose some very good talent,” Demangos said. The way employers communicate with millennials should be modernized. Richardson said they prefer to receive messages via text than by phone. “The younger students, we text

“

For Richardson, this starts at the training level, where GoPro cameras and Smartboards are used to train entry-level drivers. “The younger generation of drivers is the future of the industry,” he said. “If we can’t get them into our classes, the driver shortage is going to continue to grow.” Colwell said younger employees have come to expect a workplace to have the latest technologies, much like consumers expect a new car to come loaded with technologies like Blue-

You have to make sure your technology game is at a really high level to start to attract youth.” Mike Colwell, Praxair Canada

them, we e-mail them,” he said. “Older students prefer phone calls. We distribute training materials online. All information is available digitally. The older generation liked printed paperwork so we are catering to the different needs of those individuals.” Demangos said a walk through the office is revealing; you can tell the approximate age of an employee by the appearance of their desk. Older workers have stacks of paperwork while younger ones surround themselves with technology. Progressive companies are using technology as a way to attract the younger generation.

tooth and Wi-Fi. “If you don’t have it available as part of your business model to attract youth, you have to have it,” he said. “It’s an expected thing. You have to make sure your technology game is at a really high level to start to attract youth.” To attract tech-savvy younger workers, Demangos said his company recruits from outside the trucking industry. It attends IT job fairs with a booth that’s alongside the Googles of the world. “We’re not looking at other carriers (to recruit),” he said. “We’re looking at

engineering students.” Demangos said even traditional roles such as dispatch have rapidly evolved through technology, to the point where a dispatcher today is almost like an air traffic controller. “We need someone who’s comfortable in that environment,” he said. As young leaders in the trucking industry, each of the panelists related some of the challenges that go along with that. “The classic line I remember getting is, ‘Where is your father?’,” recalled Demangos, adding he used to carry two sets of business cards, one with his CEO title on it and another without. “I was very cognizant of my age, especially in what was very much a grey-haired industry,” he said. Colwell said it can be tough to be taken seriously by the older generation, but credibility is earned. “There’s an assumption maybe you haven’t paid your dues,” he said. “Baby-boomers have a high expectation of the people they’re working with. If you are trying to lead them, they have an expectation of you and an experience level they expect you to have. A younger leader may have great experience with two to three years on the job but it’s difficult to pitch that to a more senior worker.” Each of the panelists said it’s important to learn from the experience of more senior workers around them. “Don’t forget to learn from the good experience that’s around you,” Demangos said.

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2016-07-12 8:53 AM

TRUCK NEWS

August 2016

Concerns remain about GHG Phase 2 implications on Canada By James Menzies KING CITY, ONTARIO Legitimate concerns continue to linger in advance of phase two of the greenhouse gas (GHG) emissions standards being rolled out by the US Environmental Protection Agency (EPA) and National Highway Traffic Safety Administration (NHTSA). Those concerns are magnified here in Canada, where there’s fear the regulations won’t reflect our more diverse fleet and more productive weights and dimensions. That was the message from PIT Group’s Yves Provencher, who on June 16 gave an overview of the next round of emissions standards at the Private Motor Truck Council of Canada’s (PMTC) annual conference. “There is lots of uncertainty,” Provencher said of the new standards, slated to be phased in between 2018 and 2027. While he said the industry is onboard with regulations that will improve fuel economy, there are still many unanswered questions about the coming standards and how they will affect operators.

US rule will not take into account Canada’s more diverse equipment repertoire, Provencher warns He noted OEMs may eliminate or discourage the use of certain spec’s that are still needed in Canada, yet won’t earn the manufacturer credits. Provencher said the industry is also worried that the prescriptive approach taken by legislators may force the use of technologies that are not yet mature or fully proven. “The big fear is that you end up with trucks that are not fully tested,” he said, harkening back to the problems associated with the early use of exhaust gas recirculation and exhaust aftertreatment systems. Provencher said the made-in-theUSA regulations won’t account for the wider variety of configurations used in Canada. However, Canada’s transport sector is actually more efficient than that in the US when measured by CO2 produced per ton of freight hauled. There will also be questions about how some of the spec’s employed by OEMs to meet the new standard will perform in Canada’s harsher climate. For example, low rolling resistance tires may not always provide the traction required in some Canadian applications, Provencher pointed out. And then there’s the cost. Trucks built to the new standard will likely cost more, but Provencher added they’ll also be more efficient to operate. Lawmakers are aiming for a twoyear payback on any technologies that are added to trucks and trailers to achieve the new targets. The new standards will affect trailers first, beginning with model year 2018 designs. Box-style trailers will be fitted with aerodynamic skirts, automatC

ic tire inflation systems, lighter-weight components and low rolling resistance tires. Non-box trailers such as flatdecks won’t escape scrutiny. They’ll require add-ons such as low rolling resistance tires and automatic tire inflation systems, Provencher noted. Tractor modifications will be phased in between 2021 and 2027. Provencher said the new rules are expected to reduce GHG emissions by a billion tons over the lifetime of the vehicles affected. A 24% fuel efficiency improvement is sought, which will bring societal benefits of about US$230 billion, according to estimates, but at a cost to industry of about US$24 billion. A final rule stemming from the 1,329-page proposal was due out in March but the deadline has been HowesTruckNews_TruckWest_CANS16_Half.pdf pushed back to August.

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2016-07-06 3:52 PM

18 BUSINESS

The top 10 legal issues facing trucking companies in 2016 Transport lawyer sees lots of causes for concern in an evolving trucking industry By James Menzies KING CITY, ONTARIO

o you have your corporate lawyer on speed dial? If not, you may want to add them. Speaking at the Private Motor Truck Council’s annual meeting, Heather Devine, a partner with law firm Isaacs & Co., gave an overview of the top 10 legal issues facing the trucking industry in 2016.

1. Mandating ELDs

New regulations that will require the use of electronic logging devices (ELDs) will make it easier for plaintiff attorneys to inspect a carrier’s records and identify any hours-of-service violations, Devine warned. She said fleets should already be taking steps to understand the new regulations and working with ELD suppliers to develop a system for storing those records. Devine said most plaintiff attorneys are more comfortable dealing with electronic records than with paper logbooks, so they’ll be more effective at uncovering any discrepancies or violations. They’ll also want to compare truck ECM data to the e-log records to ensure there are no inconsistencies. Her advice to fleets is to get ahead of the regulation and ensure drivers are trained on how to properly use e-logs before they’re mandated. Also have a plan for managing the electronic records, Devine added. 2. Food Safety Regulations

The US is rolling out new food safety regulations that will affect Canadian carriers hauling food into the US. The new requirements apply to carriers, brokers, receivers, loaders and shippers. Some food products are exempt from the new requirements, such as frozen food and food that’s completely enclosed in a container. One of the requirements is that “equipment must be designed and maintained to prevent food from becoming unsafe,” Devine explained. Carriers must develop procedures to ensure food safety, adequate temperature controls throughout the journey and the separation of ready-to-eat food from raw food.

Carriers will need to develop a policy to show US shippers they comply with the new requirements. “Have written procedures in place and follow them,” she advised. 3. The driver shortage

With Ontario developing mandatory entry-level training (MELT) standards for professional drivers, Devine said carriers need to revisit their own hiring practices and ensure they are only hiring qualified drivers. “You better keep track of what your training standards are and update your policies,” she warned. 4. Employee? Dependent contractor? Independent contractor?

The murky employment status of drivers is the issue that keeps on giving… to lawyers, that is. To avoid problems related to the status of your drivers, Devine suggested carriers re-examine whether there is really any cost savings to be had by employing independent contractors. Employing only company drivers will allow them to avoid this legal minefield altogether. If independent contractors are absolutely needed, she said carriers must at least be clear about their designation as such. If the company is deducting CPP, EI and income tax, then that driver is an employee, she noted. But Canada Revenue Agency (CRA) and the Ministry of Labour sometimes define independence differently. If you don’t let your owner-operators haul freight for other carriers, they may be deemed an employee. If he or she wears your company’s uniform, they may be deemed an employee. Also, an independent contractor would be permitted to sub out loads a carrier has assigned him or her, potentially violating contracts with shippers. Taking it a step further, a carrier’s assignment of a load to an independent contractor could itself be interpreted as sub-contracting. “When you get a load and you, the carrier, give it to an independent contractor then that independent contractor has been given a load by you – you subbed it,” she explained. “If he subs it in turn, they’re brokering.”

But if they’re truly an independent contractor, a carrier can’t prevent them from subbing out loads. Devine noted this is important because many US-based customers put no-subbing clauses in their contracts. 5. Cross-border issues

Devine suggested looking at the lanes you’ll be traveling in the US and ensuring you have contacts such as lawyers ready should a problem arise in those jurisdictions, given the high awards being issued there. She also mentioned the CBSA is now collecting data regarding mistakes carriers are making with loads at the border. Eventually, she said, the CBSA plans to score carriers and publish those scores, so sloppiness at the border could be on display to everyone, including customers. “They are tracking the carriers who are making mistakes and when they have enough data they’re going to evaluate you and give you scores. It shocks the hell out of me,” she said, referencing how CSA scores in the US were publicly posted and used by shippers to select carriers. 6. Cargo crime

Devine said many fleets that get victimized by cargo thieves later discover their insurance won’t cover the load. “You’d be surprised by the number of people who think they have insurance, but don’t,” she said. She cited the case of a carrier that landed a new contract hauling liquor. The company lost six loads through a well-orchestrated theft and then discovered its insurance policy excluded liquor. “When you get new business, take a careful look (at your insurance policy),” she said. Also be clear on whose policy will cover a stolen load. One fleet had $350,000 in coverage but lost a load worth $700,000. They were unsuccessful in getting the broker and shipper to cover the rest of the loss through their insurance. “Ultimately, the carrier always has ultimate responsibility,” she said. “Make sure you have the right insurance.” 7. Broker-carrier liability

Ontario case law has affirmed carriers are only liable for $2 per pound of product hauled unless goods are declared “excess value.” Devine noted Ontario carriers should have a contract for carriage that reaffirms that

they’re liable for only $2/lb unless the goods have been declared of excess value. These contracts of carriage can be a simple two-page document and override the Bill of Lading, which isn’t even required in Ontario. She said the contract of carriage should include language that says any excess value must be declared in writing, so adequate insurance can be arranged. 8. Carrier-shipper liability

Shippers are increasingly placing more liability on the carrier and threatening fines, Devine noted. Make sure you know what any fines vaguely referenced in the contract actually mean. “Watch and read some of these agreements,” she said of shipper contracts. She suggests carriers indicate in their contracts that no fines will be accepted or applicable unless the potential for the fine is explained in writing. 9. Legalization of marijuana

It’s widely believed that Canada will legalize marijuana for recreational use. This will affect trucking companies, Devine noted. She looked to Colorado as an example. When pot was legalized there, there was a spike in failed drug tests among drivers. She said carriers should re-examine their drug and alcohol testing policies in anticipation of the more widespread use of marijuana. The legalization of marijuana will also bring opportunities to the trucking industry, including the need for secure transportation and warehousing of product. 10. New technology

There’s a movement afoot among large shippers to force carriers into adopting new technologies by harshly penalizing them for inefficiencies and delays, Devine noted. For instance Target in the US has eliminated its two- to 12-day grace periods for delays and hiked fines for late shipments. Other retailers will follow, she warned. But technology often delivers a safety benefit, so Devine suggested carriers try to parlay their use of these technologies into insurance premium reductions. “It is a negotiating point for you and something I think is very important to keep your eye on,” she said of the use of emerging technologies.

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2016-07-07 4:31 PM

TRUCK NEWS

August 2016

It’s not easy being independent Independence means different things to different agencies. Know your status.

(L-R): Moderator Lou Smyrlis, lawyer Cezanne Charlebois, Titanium’s Marilyn Daniel and Tracy Gustafson of PricewaterhouseCoopers.

E f f I c I E n c Y aw

TO CALCuLATE:

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they have all their ducks in a row. You don’t want to be caught saying ‘I just didn’t know.’ The punitive measures fall on your lap in terms of source deductions that weren’t remitted on behalf of this person.” There are several ways a carrier can find itself under WSIB’s microscope, Charlebois said. One is just being successful. “If you are a big, rich successful carrier, you are going to get audited for sure,” she warned. “They want to see what you’re doing with your owner-operators so they can capture more premiums into their premium web.” Carriers are also often scrutinized when one of the owner-operators hauling for them seeks out-of-province medical care and doesn’t mention to their medical caregiver that they have their own alternative insurance coverage. This will lead the Workers’ Compensation Board (WCB) in whatever province they were injured in to pay for their care and then seek reimbursement from WSIB, leading the WSIB back to the carrier. “All of a sudden you’re in a mess of unimaginable proportions,” she warned. She added carriers must also ensure their independent owner-operators have adequate coverage outside of WSIB. “Worse, is an owner-operator who has decided somehow to go without any disability insurance and now is without a mechanism of getting replacement income,” she explained. “What does the owner-operator do? Calls up WSIB, WSIB is out in full force, that person is going to get benefits, guaranteed, and your company is on a list to be audited.”

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owner-operators)? No. Do I want them to attend mandatory meetings? Absolutely. Do I want them to have the same tests and training? Yes.” Daniel said Titanium ensures its contracts are well written to emphasize the owner-operators contracted to it are free to haul freight for other companies and exercise their independence. She also urges owner-operators hauling freight for Titanium to seek third-party advice from experts. “I always advise, especially new owner-operators, I always tell them we’re not the experts. Find your accountants, get advice from them,” she said. “When I give them a contract, I give it to them ahead of time and tell them to read it, to take it to someone who understands it. They’re going to spend money but it costs money to start a business. As carriers, our job is to say ‘You need to get advice,’ not, ‘Buy a truck and we’ll decal it and off you go.’ There’s a bit more to it than that.” Charlebois conceded there’s a case to be made for treating owner-ops and drivers the same when it directly affects a carrier’s risk and liability exposure. Even if a carrier’s relationship with its owner-operators is clearly of an independent nature, there are certain things that will attract scrutiny from both CRA and WSIB. Gustafson said CRA is likely to conduct payroll audits on carriers, which could raise questions about the status of their owner-operators. “The chances are, if the company is doing one wrong, they’re doing a lot wrong,” she noted. “The onus is on the carriers and the companies that contract with independents to make sure

For many, independence is one of the most alluring aspects of becoming an owner-operator, but just how independent are they? It may depend on whom you ask. Many owner-operators may consider themselves to be independent, but does the Canada Revenue Agency (CRA)? How about the Workplace Safety and Insurance Board (WSIB), a quasi-government agency in Ontario whose definition of independence varies even from that of CRA? Getting it wrong can be costly, for both the carrier the owner-operators are contracted to and the owner-operators themselves. A panel at a recent Driving for Profit seminar shed some light on what constitutes an independent owner-operator. Tracy Gustafson, senior manager, private company services group with PricewaterhouseCoopers, said there are five factors taken into consideration by CRA to determine whether an owner-operator is truly independent: Do they have control?: Can the owner-op decide where they go and what loads they haul? Can they determine how their days and weeks are run? Can they haul freight for other companies? Do they own their own tools?: In this case, the truck. The degree of financial risk: Who is incurring fixed costs that won’t be reimbursed if there’s a shortfall? The opportunity to generate profit or loss: Does the carrier help offset any losses generated by the owner-operator? The degree of integration: Can the carrier survive without the owner-operator or is the owner-op integral to its business? While those guidelines may seem clear enough, Cezanne Charlebois, a lawyer with Charlebois Law, said WSIB has a different definition and in some cases may determine an owneroperator is in fact an employee, even when CRA deems otherwise. “They have their own criteria,” she warned of WSIB. Even incorporated owner-operators could be deemed employees by WSIB, she added.

“It doesn’t matter if you’re incorporated or you’ve spent the last 1020 years believing you were self-employed and independent and following all of CRA’s rules,” she said. If WSIB deems an owner-operator an employee, it will seek two years’ back payments for WSIB premiums from the carrier. Contracts between carriers and independent owner-operators must be iron clad to ensure there’s no room for misinterpretation by WSIB, Charlebois warned. She also warned against requiring owner-operators to attend safety meetings or undergo mandatory training – anything that shows they’re treated the same as company drivers. “If you invite all your drivers to mandatory health and safety meetings or training meetings, you are now putting your owner-operators, your self-employed businesspeople, in the category of being deemed employees. You’re essentially treating the whole group of them the same,” she said. She also noted contracts with independent owner-operators should not make reference to possible discipline. “Take that word right out of any independent owner-operator agreements you have,” Charlebois advised, since it implies an employer-employee relationship exists. “You must remember to treat them as self-employed independent owner-operators, not in the same way you would treat an employee driver,” she added. “That is what will get a carrier and owner-operator into a huge amount of difficulties in the WSIB system with a surprising amount of premiums landing on their plates.” But this is easier said than done, acknowledged Marilyn Daniel, chief operating officer of Titanium Transportation Group. She said the carrier has a legal responsibility to ensure its owner-operators are adequately trained and safe, even if it means treating them, in some ways, like a company driver, for example by submitting them to a road test before signing them to a contract. “The problem you have is, there are overlapping lines, no matter what everybody says,” Daniel explained. “Do I want the safety culture to be any different (between company drivers and

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Start planning now for ELD mandate, expert advises TORONTO, ONTARIO Canadian carriers should start planning now for the implementation of an electronic logging device (ELD) mandate, which is coming in the US by December 2017 and in Canada at some point thereafter. That was the message from Tom Cuthbertson, vice-president of regulatory compliance with Omnitracs and chairman of the Technology & Maintenance Council (TMC) ELD Task Force. In late June, he addressed the Ontario Trucking Association’s Council Summit on the impending legislation. Afterwards, he sat down with Truck News to discuss the implications for the Canadian trucking industry. “If you’re a Canadian carrier going to the States, you need to think about this,” he warned. The first decision that must be made if you’re still using paper logs and travel into the US is whether to adopt an existing automatic on-board recording device (AOBRD) now or wait until there’s a greater selection of ELDs available that meet the technical standards within the regulation. If you’re currently running electronic logs, those systems will be grandfathered for two years after implementation of the new standard, meaning they’ll be accepted until December 2019. Cuthbertson’s advice is to make the switch today, rather than wait.

“My suggestion operationally is, if you have nothing electronically, I would suggest you go forward, take some time to find a good vendor, put the AOBRDs in now and get the driver acclimated,” he said. “If you wait till the 11th hour to go from paper to electronic, people are not going to comprehend the training time for those drivers, and it’s not just drivers, it’s the back office.” In some cases, Cuthbertson said, transitioning from a current AOBRD to fully compliant ELDs will require nothing more than a software update. ELD suppliers are charged with selfcertifying their products once their devices meet all the technical requirements laid out in the regulation. Already, several devices have popped up on the FMCSA list of self-certified devices. However, the big name providers are noticeably absent. Cuthbertson said it takes time to become compliant – as much as 12-14 months – but when the big players start appearing on the website, “You’ll know we’ve been vetted,” he said. It’s up to carriers to do their due diligence when selecting a vendor. If they find the device they’ve chosen from the FMCSA’s list is not compliant, it will be up to them to report it. FMCSA will issue a warning letter to the vendor and require it to prove its compliance or be removed from the list. “Anyone can claim to be certified,” Cuthbertson warned.

There are some aspects of the impending regulation that could cause operational challenges for carriers. For example, short-term or seasonal rentals will have to be ELD-equipped, but there’s no requirement on leasing companies to provide the equipment. A Canadian carrier that suffers a breakdown in the US and takes a short-term rental to get the driver home may be scrambling for a solution. Cuthbertson

“

Drivers are saying, ‘I’m getting drive time back’.” Tom Cuthbertson

said this is where plug-and-play ELDs may be a good option. If the ELD itself breaks, there’s an eight-day grace period during which drivers will be able to return to paper logs. The ELD mandate will require better planning by drivers and dispatchers, and the cooperation of shippers, Cutherbertson noted. There’s no exemptions in the regulation for drivers who’ve been held up at a shipper’s facility for three hours waiting to unload. “If you’re sitting there for three hours, make that phone call (to dispatch) at one hour,” he suggested. “There’s no such thing as a safe haven in the regulation.” Yard moves and unassigned driving time are also areas of concern. A mechanic with a CDL, for example, will need a login ID for when driving a vehicle to a dealership for warranty work

or conducting road tests with prospective new hires. “Think about how you move vehicles around,” Cuthbertson advised. Drivers, when logging in, can decline unassigned driving time but the carrier will have to account for it in its records. “Any declined time must be reconciled by the carrier,” Cuthbertson explained. ELD suppliers have been given two options for how to transmit data to enforcement officers, and neither of them involved requiring the officer to enter the vehicle. They can choose to transmit data via telematics (wireless web services and e-mail) or locally (peer-topeer) via a USB2.0 flash drive or Bluetooth. Enforcement agencies will have to be capable of accepting the data both ways. Drivers must also be able to display their logs on-screen without requiring enforcement officers to enter the truck. Asked by Truck News what his most important message is to Canadian fleets, Cuthbertson emphasized the need for preparation. When properly deployed, he said ELDs will benefit fleets and drivers. “Drivers are saying, ‘I’m getting drive time back. I don’t have to worry about thinking at the end of the day where will I put my 15-minute tick mark? I have all my logs right here in front of me – I don’t have to take that load. I know how much drive time I have left.’ Some will say, ‘I’m more competitive with dispatch because they won’t assign me a load if I don’t have enough time to pick it up and go take my break.’ All that is evident right in front of them. People are planning their days better,” he said.

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2016-07-06 4:47 PM

TRUCK NEWS

August 2016

A new Route forward for electrification Will the Route electric powertrain revolutionize the refuse truck industry in five years? Its developer certainly thinks so. By James Menzies TORONTO, ONARIO Within five years, no one will be buying garbage trucks with diesel engines. Instead, they’ll be using Wrightspeed’s Route, a range-extended electric powertrain, according to Ian Wright, the man behind the new concept. It’s a bold prediction, but its inventor does have some credibility. Wright co-founded electric car company Tesla and also developed the fastest street legal electric-powered car in the world, the X1. Now, he has turned his attention to the truck market, where he sees the greatest potential for fuel and maintenance savings by converting to electric power. Wrightspeed’s Route powertrain completely replaces the traditional diesel engine, transmission, differentials and prop shaft. Power is provided by electric motors at each wheel, which can generate up to 300 hp for 45 second intervals or 150 hp continuously. A Fulcrum turbine, capable of running on any fuel, is used to keep charged a small battery pack that powers the electric motors. The turbine allows the Wrightspeed Route powertrain to run off a small battery bank, which traditionally has been the barrier to electric drivetrain adoption in heavy-duty applications. “Once you start doing the engineering, you realize that you can’t carry enough battery to do it,” Wright said of electrification. “You wind up with a garbage truck, in a 130-mile daily driving cycle, where you’d wind up using about half the payload just for the battery.” Wright’s solution was to use a smaller battery pack and keep it charged through regenerative braking and the use of the turbine as a range extender. The Route powertrain is unlike any previous attempts at electrification in the heavy-duty vehicle market, Wright explained, because it completely replaces the traditional powertrain. “Don’t underestimate peoples’ unwillingness to believe that,” he said. “I’ve had people actually looking at the powertrain in a truck and start talking about what we’re doing with the diesel engine. They’re looking at the space where it used to be, it isn’t there, and they still want to know about it. So, getting across to people that it is not an add-on, it is not a hybrid, it actually completely replaces the powertrain (is a challenge).” Replacing the diesel engine and exhaust aftertreatment also nets a weight savings of about 700 lbs, Wright said. FedEx is currently operating two trucks powered by the Route powertrain and Wright said the company has received orders for 250 more. FedEx, Wright said, isn’t sharing details on its real-world results because the powertrain is viewed as a competitive advantage. He noted Wrightspeed, in its own testing, has seen fuel sav-

pg 20-21 tn aug v3.indd 21

ings of about 60% and has practically eliminated brake wear in certain applications. So far, Wrightspeed has been working most closely with Mack Trucks, since it has expressed the greatest interest in incorporating the powertrain into its vehicles. Other OEMs are wary, Wright acknowledged, because it’s a “radical” departure from traditional thinking. “Frankly, we are not out there pushing it out to truck manufacturers,” he said. “We’re responding to stimuli. People are approaching us and Mack was the first of the truck manufacturers who approached us with a pretty serious intent to get the thing into their garbage truck, so we’re working with them.” Mack and Wrightspeed showed a Route-equipped garbage truck at this year’s WasteExpo trade show. Wright emphasized the benefits of the Route powertrain will only be seen in certain stop-and-go duty cycles, and he takes a dim view of electrification in long-haul applications. His skepti-

Tesla co-founder Ian Wright has developed an electric powertrain he says will replace diesel engines in new trash trucks within five years.

cism extends to the well-hyped Nikola One Class 8 long-haul truck that’s received considerable fanfare amid announcements the company has received 7,000 orders for a truck that has yet to be built. “It doesn’t work in long-haul,” Wright said of electrification. “You can’t just wish away the laws of physics. You go and do the numbers and that is not going to be worth the extra cost. You’re not going to save any fuel and it’s going to add fantastically to the cost of the vehicle, so why would you do that?” But in the appropriate applications, especially refuse, where trash trucks can burn diesel at a rate of a gallon for

every 2.5 miles, Wright is confident his Route powertrain will take over – and quickly. “I think within five years, there won’t be any more diesel engines sold into that market,” he said. “It will all be done this way because it’s so compelling in that application…I think it will be completely dominant in five years, in that application. And it will make no progress at all in the longhaul application.” Wright will be the keynote speaker at this year’s Surface Transportation Summit in Toronto Oct. 13. You can find the complete agenda and registration details at: www.SurfaceTransportationSummit.com.

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TRUCK NEWS

EQUIPMENT

August 2016

NACFE validates fuel-saving potential of low-vis oils About 40% of the largest, most efficiency-conscious North American fleets have switched to lower-viscosity engine oils, but their industry-wide adoption lags at about 20%. A new Confidence Report from the North American Council for Freight Efficiency (NACFE) makes a the case for switching to lighter-weight engine oils. NACFE found through its study that fleets can expect fuel savings in the range of 0.5%-1.5% when switching from a 15W-40 to thinner viscosity 5W30 and 10W-30 oils. When a new FA-4 engine oil category is launched in December, a further fuel savings of about 0.4%-0.7% will be attainable, NACFE reports. “The arrival of new categories of engine oils will help raise awareness of the fuel efficiency benefits of the large range of oils available,” said Mike Roeth, operation lead, Trucking Efficiency. Study manager Yunsu Park, said the fuel savings achieved through the use of lighter-weight oils are real. “Lower viscosity engine oils deliver fuel savings, and concerns over lower engine protection are simply not valid anymore,” Park said. The fuel savings attainable by switching to a lower viscosity oil are, however, difficult to measure in a fleet environment. So NACFE suggests fleets base their decisions on an expectation they’ll see a 0.5% fuel economy improvement. “If an acceptable return on investment is shown with this low level of fuel savings, fleets should be able to

confidently make the switch,” NACFE reports. Misperceptions about lighter-weight oil have hindered its more wide-scale adoption. NACFE reports there was a belief within the industry that heavier oils provide better engine protection and increase engine durability. However, that myth has been debunked through comprehensive testing. Fleets should, however, only use OEM-approved oils. “Given the importance and the complexity of an engine oil’s performance and function, approval and release of new oils into the market is not taken lightly,” NACFE wrote in its report. Some fleets using lower-viscosity engine oils have been able to also extend drain intervals, which can help offset the price increase. One fleet involved in the study said it extended its drain intervals by 20,000 miles when switching to lower-viscosity engine oil. A challenge to the more widespread adoption of lighter-weight oils is the cost. It could cost as much as 30-40% more to make the switch from a mineral-based 15W-40 to a synthetic or semi-synthetic lower-viscosity oil, NACFE warns. Another issue to consider is compatibility within a fleet. Most 5W/10W-30 oils available today are compatible with engines dating back to at least 2010. NACFE says it’s “highly confident” that fleets should consider the move from 15W-40 oils to ones with lower-viscosity, in consultation with suppliers. The report can be found at www.TruckingEfficiency.org.

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2016-07-07 3:04 PM

24 EQUIPMENT

ZF’s Innovation Truck

presents a glimpse of what’s possible By Oliver Dixon AACHEN, Germany – To the mind of Stefan Sommer, CEO of Friedrichshafen, Germany-based global components supplier ZF Friedrichshafen AG, three key megatrends now define and drive his organization’s research agenda: safety, efficiency and autonomous driving. Megatrends are – by their very definition – nebulous concepts. But ZF has, by unveiling its Innovation tractor trailer – ahead of the IAA show in Hannover in September – provided a showcase that offers greater clarity in terms of the direction that trucking equipment is now headed. 2025 is the key date in ZF’s diary, with Sommer making the bold assertion that, during the lead in to that year, “We have to rethink the architecture of automobiles to have new concepts and new technologies.” ZF’s Innovation Truck – based on a current model DAF XF105 – sees much flesh put on the bones of these megatrends. Of most immediate significance – and potentially coming to market some time around 2019-2020 – is the Evasive Maneuver Assist System (EMA), a design that builds upon existing active braking systems by adding the ability for the vehicle to autonomously steer around an obstacle such as a stationary vehicle. From a product perspective, EMA is an interesting development over existing active braking systems. From a broader strategic perspective it is also noteworthy, not least for the collaboration between ZF and Wabco. EMA is based upon the combining of two different products: on the one hand, braking control is provided by

ZF, Wabco showcase Evasive Maneuver Assist System Wabco’s OnGuard active braking system while the steering element is provided by ZF’s ReAX electrohydraulic steering system. Through the use of radar sensors, the EMA system can detect a stationary vehicle and will alert the driver through a variety of warning signals. If the driver fails to pay heed to these, then the EMA system takes control of the vehicle in order to steer it around the obstacle. Should no clear escape route be available, the system simply brakes as hard as possible in order to mitigate any impact impact. While EMA has the most immediate market relevance, ZF’s Innovation Truck also contains other technologies that are noteworthy. A remote docking feature – which allows the driver to remotely steer the vehicle back to a loading dock – may initially seem slightly frivolous; reversing a vehicle could well be seen as a core driving skill, after all. However, as the driver demographic becomes yet more of a problem, a certain amount of de-skilling within the driver population becomes almost inevitable. As a means of reducing damage claims alone the remote docking system looks to have much to say for it. As too does the bundling of an advanced hybrid drivetrain into the Innovation Truck. Combined with a Level 3 autonomous driving system, the hybrid drive kicks in when the vehicle is operating at speeds below 30 mph – in other words in stop-start traffic conditions. As with the Evasive Maneuver Assist system, none of this

is new technology, but in aggregating various different existing technologies, ZF has produced a system that does seem to have actual real world application. Where is this all going? Concept vehicles attempt to offer a view into the future and ZF’s Innovation Truck does this with some competence. But at a broader level, this future is now rather more difficult to predict than it might have been just five years ago. In previous times, technological advance was almost universally associated with regulatory compliance. Today’s technology shifts seem rather broader in their scope. For suppliers to the industry, this offers both opportunity and challenge. Peter Lake, a member of ZF’s Board of Management opines that: “Automated driving is real and it is here to stay in the trucking industry…this is an unprecedented period of change.” Doubtless this is the case, and, as Lake continues, it is a change that can be felt right across the industry value chain. “The theme is more intelligence to mechanical systems,” he says. “It is a case of putting the brains to the brawn.” This implies a more collaborative approach in the future: as CEO Sommer observes: “We try to have strong partnerships with companies that have technologies we don’t have or don’t want to produce on our own. We try to combine those technologies so that, at the end, we are able to provide the overall system of intelligent or autonomous driving vehicles.” So much for the supplier: what though of the customer? For the

OEMs – who constitute ZF’s customer base – this is a period of significant change. The notion of connectivity has led the transportation equipment news agenda for much of the previous two years and yet at its heart there lies a slightly thorny issue; namely how an OEM can monetize what represents a significant investment in terms of product development. Increasingly, the answer seems to be that it doesn’t. Connectivity offers some intrinsic benefits to the trucking fleets in terms of incremental efficiency and safety gains, but these seem unlikely to be readily amenable to much by way of an upcharge. But what connectivity can achieve from an OEM perspective is a repositioning of the supplier-customer relationship. In its broadest sense, this is still an inherently transactional relationship. Connectivity looks set to change that, with OEMs becoming less a supplier to the trucking fleets and more a part of those same fleets’ commercial ecosystem. That potentially is a very significant change. But one that is clearly visible and increasingly predictable. However, it is also a change that demands some repositioning in terms of thought. A truck, ultimately, functions merely to enable revenue. A “better” truck functions to enable revenue at a reduced cost. What we see with ZF’s Innovation Truck is a broadening of what falls into the scope of “better.” It’s not as simple as once it was, and, for the end user – the trucking fleets – to allow OEMs into their ecosystem, there has to be a quantifiable benefit. More of better, if you like. In an industry which has already optimized better in its current iteration, this is a challenge, and one that will likely lead to greater collaboration among the supplier base. The extent to which it will offer greater efficiencies to the end user will in time become clear.

ZF recently demonstrated a new evasive maneuver collision avoidance system developed with Wabco.

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2016-07-08 12:15 PM

TRUCK NEWS

Driving the

Kenworth T680, T880 By James Menzies CHILLICOTHE, Ohio – A US$400million investment by Paccar in the development of the Kenworth T680/ T880 cab platform appears to be paying off. “It has really revolutionized our business,” Kurt Swihart, director of marketing with Kenworth said of the T680 on-highway and T880 vocational models. The T680 was launched in 2012 and the T880 at the end of 2013. The two models now represent about 90% of the production at Kenworth’s Chillicothe, Ohio truck plant, which this spring played host to a Right Choice customer event. More than half the trucks Kenworth is building today are T680s, its flagship on-highway model. Additional sleeper configurations have been added to the truck over time, and that roll-out is now complete. The T680 can be had with a 76-inch mid-roof or high-roof, a 52-inch mid-roof or 40-inch sleeper. Swihart said most customers are ordering the 76-inch condo-style highroof bunk. But for those in tanker or flatdeck applications, the mid-roof can provide up to a 5% fuel economy benefit, while still allowing a 6’8” driver to stand upright. The T680 Advantage is a fuel economy spec’ that was introduced in 2014 and now accounts for about a third of T680 sales. The Advantage comes with a series of fuel-saving specifications – chassis fairings, automated manual transmission and fuel-efficient drive axles – as well as the Paccar MX-13 engine. Swihart said it offers about a 10% fuel economy improvement versus a non-optimized spec’. Subtle refinements to the package have been ongoing. For example, a new chassis fairing design is flared to better deflect air along the side of the trailer and away from the underbody. The new fairing replaced the previous one May 9. More customers are spec’ing automated manual transmissions, Swihart

Kenworth demonstrates comfort, efficiency and versatility of T680 and T880 models noted, adding these now account for about 70% of T680 sales. “A couple of years ago, maybe a quarter of T680s would get automated manual transmissions,” he said. “That has nearly tripled over the past three to four years.” Kenworth has also added a batterybased idle management system to its portfolio to provide eight to 12 hours of air-conditioning. It can be coupled with an optional bunk heater and/ or inverter for heating and power requirements. The company has supplemented this with a new auto start/stop system, which automatically starts the engine when the batteries need a boost. This new feature also monitors engine oil temperature and will start when necessary in cold weather to prevent fuel from gelling. Also new to Kenworth is its TruckTech+ remote diagnostics platform, now installed on 10,000 vehicles. “That’s the seed of a much broader connected truck platform,” Swihart said. Another new offering is Bendix Wingman Fusion, a collision avoidance system that combines camera and radar technologies. Wingman is being ordered in about 30% of T680s, Swihart noted. The company is also enjoying a higher take rate for its proprietary Paccar MX-13 engine. The T880 vocational truck is also enjoying an increased market presence. Kenworth still offers its predecessor, the T800, but most vocational customers have converted over to the new model.

Vocational buyers as well are showing greater acceptance of the MX-13, which can produce up to 500 hp and 1,850 lb.-ft. of torque. Complimenting the MX-13 is the new MX-11, which can provide a weight savings of 400 lbs compared to the 13-litre. Launched in January, the MX-11 can produce up to 430 hp and 1,550 lb.-ft., adequate for many vocational applications such as dump and ready-mix, Swihart said. “The majority of sales have been in ready-mix applications,” he added. “But it’s also a great engine for dump applications, bulk haul – anywhere customers are looking for any way to be able to take weight out of the overall vehicle package.” The 40-inch mini-sleeper was designed for vocational operators, especially those in the oilfield or in heavytow applications where the driver is only occasionally out overnight. It offers a 260-lb weight savings compared to the previously smallest available 52inch bunk. Turning to medium-duty, Swihart said Kenworth is coming off a record year in which it controlled 9.2% of the Canada/US Classes 6/7 segment. Sales were buoyed by the introduction of a new T370 configuration with 46,000-lb rear suspension rating. “We think there’s a significant market opportunity out there,” Swihart said of the ‘Baby 8’ or heavy-mediumduty segment. It’s geared towards municipal, dump, tanker and other vocational applications. A fleet of eight Kenworth trucks was

August 2016

made available for test drives. I spent time in the Kenworth T880 with 40inch bunk, since it was designed with Canadian operators in mind. The T880 cab offers comforts and amenities that were carried over from the on-highway product and were once the exclusive domain of linehaul drivers. The sloped hood and expansive one-piece windshield offered excellent visibility. The MX-13 engine with 500 hp and 1,850 lb.-ft. of torque was quiet to operate and pulled the 60,000-lb gross load uphill without any trouble. We were hauling cement blocks on a flatdeck trailer. The engine brake was remarkably quiet. The T880, much like its on-highway brother, was incredibly comfortable to drive. The 40-inch bunk featured a slim 24-inch mattress. You wouldn’t want to live in this truck but it’s a nice option to have when you’re making the occasional overnight run to someplace remote. Three rear windows offered visibility out the back and let in additional daylight. Extra storage can be found underneath the bed. I also drove the T680 Advantage with 76-inch high-roof sleeper. This truck featured the new flared side fairing and was loaded up with safety options, including Bendix Wingman. It beeped at me when I followed too closely and would go so far as to apply the brakes while in cruise if necessary. I didn’t test that claim on this drive but I’ve seen it demonstrated before in controlled environments. It works well and should eliminate most rear-end collisions. Wingman Fusion now has the ability to detect stationary objects. That’s new. And its cameras can actually read roadside signage and tell on the driver who’s exceeding the speed limit. Like the T880, the 680 offers incredible visibility and smooth, quiet ride. It was powered by the Paccar MX-13 engine rated at 455 hp and 1,750 lb.ft. The 53-ft. van trailer was empty, so power was obviously available in abundance. Both the T680 and T880 have a nicely appointed automotivestyled interior. The high-def NavPlus HD screen can be used to display anything from additional gauges to turnby-turn directions. I also spent time behind the wheel of a T880 mixer and T880 super dump, two configurations that show off the versatility of this model.

Kenworth T880

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2016-07-08 12:42 PM

26 EQUIPMENT

Driving the Volvo VHD with

I-Shift crawler gears By James Menzies

SHIPPENSBURG, Pa. – Sometimes, you just have to take it slow. Really slow. And in vocational applications where low-speed precision is required, the automated manual transmission (AMT) tends to be overlooked in favor of fully automatic Allisons or manual transmissions, which can allow greater low-speed control through clutch manipulation. Volvo aims to change that, with the addition of two new crawler gears to its I-Shift AMT. “This gets us into all the applica-

pg 26-27 tn aug v3.indd 26

Volvo’s crawler gears offer better control, when even 1 mph is too fast tions we haven’t been able to play in with an AMT,” said Wade Long, director, product marketing with Volvo Trucks North America, when introducing the new product to truck editors. The new 14-speed I-Shift with two crawler gears was demonstrated in several Volvo VHD 200 dump trucks

at Volvo Construction Equipment’s sprawling customer center in Shippensburg, Pa. The facility boasts an off-road course with grades of up to 21%. The trucks were loaded with 26 tons of gravel. The crawler gears allow the truck to creep at speeds as low as 0.6 mph – even up and down that 21%

grade – providing the operator with exceptional control of the vehicle. It’s also an ideal fit for mixer applications, where crawler gears can be used to slowly and consistently pour cement, or chemical and livestock applications, where smoothness at low speeds is equally important. Volvo also demonstrated the benefit of crawler gears in a paving application. Long said the new I-Shift offers better low-speed maneuverability and control while also offering efficient performance at highway speeds. This also makes it ideal for heavy-haul applications in the VNX, where loggers, for instance, may want the low-speed precision offered by the crawler gears while in the bush but also demand efficiency at highway speeds. “With the VNX heavy-hauler, we’re bringing fuel efficiency to a market that’s just been focused on getting to the top of the hill first,” Long said, noting the new I-Shift offers great startability off-highway and lower cruise speeds on-highway. The I-Shift is rated for gross combination weights of up to 220,000 lbs, and possibly more, with special permission. Magnus Koeck, vice-president of marketing and brand management, predicted the addition of crawler gears will all but eliminate manual transmissions in vocational applications within five years. “The I-Shift we have now with crawler gears can do all the work the customer needs,” he said. Already, 88.8% of all trucks Volvo sells in the North American market are being

2016-07-11 2:08 PM

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TRUCK NEWS

August 2016

2016-06-14

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TRUCKING INSURANCE SPECIALISTS Competitive Pricing | Fleet & Owner-operator Programs | Personalized Service insurance

spec’d with the I-Shift. I drove a VHD 200 with 500-hp D13 engine rated at 1,850 lb.-ft. of torque. The transmission shifted smoothly and the C1 and C2 crawler gears allowed me to easily and safely maneuver the truck in ultra-slow-mo. Other features of the I-Shift 12-speed have been carried over to the new 14-speed as well, including Hill Start Assist and Power Launch. I experienced Hill Start Assist by stopping the loaded truck halfway up the 21% grade and then removing my foot from the brake. The transmission held the truck in position, providing ample time to move my foot to the accelerator. Power Launch helps the driver break free of mud or sand, by building up torque and then thrusting the truck out of whatever sticky situation it finds itself in. Collectively, Volvo feels these features offer vocational truck operators all the tools they need to do even the most demanding off-road jobs with an AMT. “This is going to open the door for a lot of applications,” said Volvo’s Ash Makki, who was my co-driver on the course. “A lot of our construction guys in the business are really excited.” These trucks were also equipped with Volvo’s 2017 engines, marking the first time the revamped engines have been provided for test drives. The new D11 and D13 feature a new common rail fuel system, which is fully encased underneath the valve cover, where Long said it’s less susceptible to damage. “It improves flame propagation for increased efficiency and reduced soot,” Long explained of a new wave piston design. The six tabs along the rim of the piston bowl force the fuel and oxygen to better circulate, providing a cleaner burn, Volvo claims, adding soot in the cylinder has been reduced by 90%. Volvo says the engine enhancements will provide a 2.2% fuel economy improvement in the D11 and 2.5% in the D13, making them GHG17ready. Power in the D11 has been boosted to 425 hp and a new assembled camshaft reduces weight by 27 lbs. Long said moving to the D11 from the D13 allows an operator to shave off 390 lbs and this is now viable, thanks to the extra power, in applications topping out at 80,000 lbs gross. The D13 features the same improvements as its smaller sibling, as well as a 44-lb weight reduction in the block, which when combined with the lighter assembled cam, affords a 71-lb total weight savings. The D13 now has an extra 100 lb.-ft. of torque, allowing drivers to get up to road speed faster and maintain top gear longer. The new D11 goes into production in January 2017 while the D13 improvements will begin rolling off the production line in November of this year. Also new, but not yet made available for test drives, is a D13 with turbocompounding, which Volvo says will improve fuel economy by up to 6.5%. The turbo-compounding system collects previously wasted exhaust heat and converts it into 50 additional hp, which is then transferred back into the engine. When spec’d with a 2.47 rear axle ratio and the XE powertrain package, Long said the new D13 with turbocompounding will allow a driver to cruise down the highway at 1,050 rpm. The D13 with turbo-compounding will enter production in mid-2017.

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TRUCK NEWS

EQUIPMENT

August 2016

Fuel for thought

Industry players visit the test track at Transport Canada’s Motor Vehicle Test and Research Center By Carroll McCormick BLAINVILLE, QUEBEC More than 100 people packed a party tent and spilled out into the sunshine June 7, as lunch was served at a show and tell hosted by PIT Group at Transport Canada’s Motor Vehicle Test and Research Center (MVTC) in Blainville, north of Montreal. The MVTC, run by PMG Technologies, includes a 6.4-kilometer high-speed track, on which PIT has been testing the potential of fuel-saving technologies and methods since 2007. Those first trials, dubbed Energotest 2007, represented a historic collaboration of suppliers, fleets, federal and Quebec government agencies and the FPInnovations Feric division. Their goal was to bring more discipline to fuel savings research outside the laboratory and help fleets make better purchasing decisions. Since then, PIT has run 18 test campaigns and reports having tested 275 technologies and best practices; ie., side skirts and trailer tails, whether idling in the winter is better than shutting down the engine, drivers’ braking styles, in-cab cameras and tire pressure management systems. The morning agenda began with a video and presentation by PIT Group manager Yves Provencher that reviewed the history and purpose of PIT. One of its bottom-line tasks is to feed test results exclusively to its 50 or so member fleets. And by paying to have PIT test their products, vendors can gain legitimacy in the eyes of fleet managers. Attendees then hopped on buses, which took them to the test track infield, where Energotest trials were underway. There, trailers owned by companies such as SLH, Robert and FedEx were parked, awaiting testing action. Two VersaCold Logistics Services trailers were backed up on either end of a data collection trailer, undergoing an eight-hour test of where cold is being lost. PIT was also tasked with learning more about the efficiency of new versus older reefer trailers. PIT technicians hustled around, unloading and weighing fuel tanks from tractors, and otherwise attending to their busy schedules. PIT also had one of its jewels, a half-million-dollar towing dyno, on display. This ordinary looking trailer, which is not at all ordinary, can simulate pulling as many as 125,000 kilograms up hills of different steepness. Technicians using it can, for example, compare the fuel consumption and performance of a 455 hp versus a 425 hp engine, as part of determining how much horsepower is required to do a specific route. With test data like this, fleets can make more informed decisions on which units are best spec’d for the various routes they run. Vendors coming to PIT have products in various stages of development. Some are looking for their first test results. Others are already well-established, but seek additional results. One such established vendor was Markham, Ont.-based Green Industry Innovations Group (gii group). It markets a certified fuel additive, called X1-R Lean Fuel Burn with Viscon, that it says improves fuel economy and reduces greenhouse gases. Viscon is already approved by prestige bodies like the California Air Resources Board and US Environmental Protection

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Agency, and under the Texas Low Emission Diesel program; major refineries have treated some 25 billion litres of diesel with Viscon. Looking to add a Canadian testing agency to its credentials, gii group signed on to have X1-R Lean Fuel Burn with Viscon tested this spring in Société des alcools du Québec trucks in both city and test track conditions, according to gii group president Ryan March. Fleet Engineers, a company based in Muskegon, Mich., was another of the vendors at the event, to have PIT test its AeroFlap mudflaps. The company hired PIT to test its perforated mudflaps at the request of a customer. Other people who came to the VIP day represented both Canadian and US

PIT Group invited industry guests out to watch it conduct its 2016 Energotest trials of fuel-saving equipment and techniques.

fleets; although PIT was created to do testing for Canadian fleets, it has been working to increase its presence in the US market. US carriers at the event included Keller Logistics, Skyline, CR England and Schneider. The afternoon was taken up with a tour inside the vehicle and product testing facility, and a visit to the Centre de

formation du transport routier SaintJérôme (one of the big provincial truck training schools). Asked what the next frontier is for the ambitious PIT Group, Provencher told me, “One of the six US carriers present at the VIP Day has accepted to host an Energotest in the fall. This will be a first great step in our US testing activities.”

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TRUCK NEWS

INSIGHTS

Ask the Expert

CHARLIE CHARALAMBOUS

raditionally, the mere mention of training can be met with disapproval among professional drivers, and can cause frustration due to the inconvenience of scheduling. Getting a group together on a Saturday or Sunday morning is not the most ideal learning environment for today’s busy employee. Carriers should start looking into new and innovative learning methods for a changing workforce. E-learning, a buzzword for many years in the adult education community has now become more accessible and affordable, making it a realistic alternative for companies looking to keep their employees informed and engaged. For years e-learning was considered an expensive novelty. With today’s technological advancements, this is no longer the case. Laptop computers, tablets, and smartphones have become a way of life for most people. Wi-Fi is readily accessible in most truck stops, restaurants, and coffee shops. Setting up a hot spot through one of your devices is only a few clicks away. Gone are the days of having to share the latest updates on VHS tapes, CDs or DVDs. Through the use of technology, carriers now have the ability to provide faster delivery of their training updates with minimal costs and less environmental impact. Think of the benefits drivers can gain by learning the latest hours-of-service update at their own convenience and pace. At the click of a button, your administrator will know if a participant completed a module, as well as their final score on the knowledge verification module. These features are built directly into the courses. By reducing or eliminating in-person group sessions, carriers are able to reduce their training costs. Traditionally, large group sessions required a training room, trainers to facilitate the content, time to create the modules, and let’s not forget, paying for overtime hours. The traditional method of onsite training is proving to be less costeffective and very time consuming. One detail that most people in the transportation industry have learned to accept and adapt to is that things are always changing. These changes include new laws, regulations, or procedures that have come into effect. These changes can alter how you do business. Using e-learning adds flexibility to your operation, so even if your driver is in St. John’s or Victoria, the same training program and/or update can be sent to their inbox with instructions on what training needs to be completed, as well as the training deadline. The use of e-learning modules guarantees that the same consistent message can be delivered to all your employees regardless of location. An experienced instructional designer can also integrate different learning styles into an e-learning program. Whether your participants are visual, auditory, or tactile learners, a properly designed e-learning training program can incorporate each element. While you may not be able to have a driver demonstrate how to complete a pre-trip inspection on a computer, there are a variety of interactive methods available that will simulate

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The benefits of online driver training the experience as closely as possible. The next time a driver is back at your facility, this is the opportunity for a safety manager to take a few minutes and have the driver demonstrate what they’ve learned. The use of real videos, properly integrated into your programs, allow for real life demonstrations on how to complete a task. Adding voice-over audio ensures that the message is received and the user is not just clicking through each of the sections. One of the challenges that should be considered is the aging driver workforce. Millennials coming into the workforce have been raised on technology and will have no issues with

completing their training on a tablet, smartphone, or laptop. An older driver may require some coaching and instruction to start. However, you can turn this into a positive experience. Use e-learning as an opportunity to help your non-computer experienced employees become more comfortable with technology. After a few short sessions, you may see their computer comprehension and comfort level increase. As trucks and equipment become more heavily dependent on technology, this will only lead to better long-term results for your staff. E-learning is not the answer to every training problem. The need for instructors and safety meetings/training ses-

August 2016

sions will always be there. There is no true substitution for the interaction and engagement that you can achieve from a live instructor. However, in an industry where time is at a premium, having the ability to provide real-time updates and training to staff can help your bottom line. While calculating the ROI of training can be a challenge, the time-saving benefits alone have already put carriers at an advantage, especially in an industry where there is always something that needs to be communicated. This month’s expert is Charlie Charalambous, training team leader. Charlie has worked in adult education for over 15 years as a trainer, instructional designer, performance consultant, training specialist and team leader. Northbridge Insurance is a leading Canadian commercial insurer built on the strength of four companies with a long-standing history in the marketplace and has been serving the trucking industry for more than 60 years. You can visit them at www.nbins.com.

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TRUCK NEWS

TAX TALK

Tax Talk

SCOTT TAYLOR

he other day I had the pleasure of speaking to a client who has been with us since 1995. At one time I was his account manager and dealt with him on a regular basis. I happened to answer the phone and take his call because his regular account manager was away on holidays. We spent some time catching up and the client told me how, after 30 years as an owner-operator, he’s coming to the end of his working days. I asked if he planned to take time off this summer and he laughed and said this is when he gets the most work done (despite the tourist traffic). In fact, he’s taken the last three winters off, trading the icy roads and frigid weather for the warmth of his cozy home.

Planning to exit the stage I gave him the same response then that I give owner-operators today. I drew two circles on my notepad: in one circle I wrote the client’s name, and in the other I put “corp.” These circles illustrate how a corporation keeps business and personal finances separate. Think of all the business income going into the corporation’s circle. When you need money for yourself, I explained, you can move it into your personal circle for you to spend. This relationship exists whether you’re working or retired. Remember that a corporation can live on whether it’s actively in business or not. Until it files a final tax return and

applies to be formally dissolved, the corporation can continue to hold assets and pay dividends. It may seem strange to let your corporation go on after you’ve hung up the keys. But, if over the years you have managed to save money in the corporation, or if selling your equipment has put money in there, it may be better that way because you may end up paying a lot less tax. Rather than dissolving the corporation and having to pull money out and add that income to your personal tax return, you can withdraw it over time. You can in essence treat your corporate bank account like a pension fund and withdraw X-amount of mon-

August 2016

ey each month until it’s gone (or of course withdraw nothing if you don’t need the money). We have many clients who are retired from driving but who continue to draw from their corporation. They come to us once a year and we do the T4s or T5s as necessary based on their drawings from the company and provide some tax planning based on other potential income. We file their corporate and personal tax returns and then say goodbye until next year. Most of these folks have been clients for 20-plus years. Eventually every owner-operator will close the business. When that time comes, a carefully planned exit is the best way to make sure you can move on to the next chapter in your life. Scott Taylor is vice-president of TFS Group, providing accounting, bookkeeping, tax return preparation, and other business services for owner-operators. Learn more at www.tfsgroup.com or call 800-461-5970.

Planning ahead

This guy has always been a good planner and he was just calling to brainstorm about how and when to wind up his corporation now that he’s

Eventually every owner-operator will close the business. When that time comes, a carefully planned exit is the best way to make sure you can move on to the next chapter in your life.

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mulling retirement. Thinking ahead and asking for advice is why he and many other clients of ours have been so successful. This guy has worked hard and smart and he’s been able to save a decent amount of money over the years. Also, he’ll bank some money when he sells his truck. He’s been checking out websites and talking to dealerships to see what it’s worth. He could sell the truck now and be a company driver again. I’m sure with his experience many carriers would hire him, even with his not wanting to work winters. Or he could hold on to his truck for a while knowing he’ll get less for it later but have the ability to work when he wants to. Either way, this owner-operator is in a great spot as he winds down his career. He’s mapping out a plan for himself and for his truck. But what about his corporation? Circles of life

When I first met this client 20 years ago, he asked a lot of questions about incorporating his business.

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2016-07-11 2:48 PM

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TRUCK NEWS

INSIGHTS

Over the Road AL GOODHALL

echnology is a wonderful thing. We can’t get by without it in today’s world. But those of us who find ourselves “managed” by that technology would like to try. The problem with truck driving and using technology to measure the performance of drivers is the almost complete lack of human contact in the driver’s workplace. Software is used to report the failure of a driver to meet a specific standard. So, the only feedback a driver receives is negative. It is rare that a driver will be caught doing something right by the measures employed in today’s trucking industry. Many of us who earn our living as professional drivers follow the “no news is good news” formula when it comes to judging our own performance. In most professions, you can count on a manager in the workplace to recognize an above average performance by an employee. But in the trucking industry there is not anyone to reinforce all the positive things that a driver does over the course of his or her day. A driver is doing a good job when they are not caught doing anything wrong. Layers of measurement tools are being added all the time to measure performance in the cab, but performance appraisal by another human being is becoming increasingly rare. I recently ran into a situation that provided me with the opportunity to do something about this inequity. I heard about one of my fellow drivers doing something right, so I reported it to our safety manager. Think about that for a minute. As drivers, we have the ability to let our managers and owners know when our fellow drivers are doing something really well. We are certain to let them know when something is not right, so why do we not report above average performance? We had a new hire at one of our terminals recently, a brand new city driver with little driving experience. I had heard some positive feedback from the experienced driver that was mentoring the new driver and then one of our long-time customers told me about the great job this new driver was doing, when I made a delivery there a few weeks later. So with all the talk about retaining drivers and creating an inviting work environment, I realized that I had an opportunity to walk the walk, so to speak. I picked up the phone and made a positive report to the driver’s local supervisor and on my return to my home terminal, which is also the head office, I had a short sitdown with our safety manager to let him know what a great job this driver was doing and why. This is actually a lot bigger deal than many drivers realize, myself included. I had forgotten how difficult it has become for managers to encourage, coach, and strengthen a driver’s performance by catching them doing

pg 35 tn aug v3.indd 35

Technology can’t give a pat on the back something right, when most of the tools they have available are designed to activate reports based on sub-standard performance. So as drivers, the best measure our manager/owner has of our performance is when they don’t hear anything at all. If we are not seen and not heard from, then everything is just fine. Only the squeaky wheel that is about to fall off receives the attention it deserves. It should be no surprise that under these conditions, morale is difficult to maintain and communication – that is, building strong workplace relationships – is a long-term endeavor that does not receive the

attention it deserves. This is where we can make a difference as seasoned drivers. Many of us who have been in this business for a decade or more have found a comfortable place to work. If we have been with one employer for five years or more, we have hopefully built a relationship of trust. If we have the respect of our employer, then we can leverage that relationship to help those drivers who are new to the industry and still trying to find their feet. This is something that we don’t do enough. In our business, everything comes down to training and performance management. If you are an experienced driver,

August 2016

you have the unique ability to influence the culture of the company you work for. You can make it more people-oriented by becoming more people-oriented yourself. Use your experience to help the people around you, especially new drivers breaking into our industry. It does not take much to mentor others. All you have to do is let them know when they are doing a good job and share your experience, especially your failures. Adding a human touch to our industry is something we can all do. These are simple, old-school values and practices. Let’s not forget to put them to frequent use. This is a positive difference we can all make. Al Goodhall has been a professional long-haul driver since 1998. He shares his experiences via his ‘Over the Road’ blog at http://truckingacrosscanada.blogspot.com. You can also follow him on Twitter at @Al_Goodhall.

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2016-07-08 9:32 AM

36 INSIGHTS

PMTC conference sets record numbers

Private Matters MIKE MILLIAN

he 2016 annual conference of the Private Motor Truck Council of Canada (PMTC) took place in June, and once again proved itself to be the single best educational and networking forum for the private trucking community. This year also saw the continued growth of this conference, as we once again set records for registered attendees and conference sponsors. The educational portion of our conference, led by knowledgeable and professional speakers, continued the tradition of providing fast-paced, in-depth learning opportunities, on timely and important topics for private carriers and their suppliers. In addition to the seminars, the learning continued with receptions in our Exhibitors’ Showcase. This showcase gave participants the opportunity to view and discuss products and services with suppliers in a relaxed, congenial atmosphere. PMTC members will agree that one of the most important benefits derived from their membership is the opportunity to learn and share information and ideas with other fleet operators. This conference provides these opportunities, as attendees are provided with three dedicated times for networking and camaraderie.

The private trucking community is a close-knit group, and this is in part one of the great benefits of being part of the PMTC; these companies freely share ideas and insight, whether in a formal setting or informal afterwards. The PMTC Young Leaders group also hosted a pre-conference reception the night prior to the beginning of the conference this year. The Board of Directors, conference sponsors and the PMTC Young Leaders were provided an opportunity to mingle, share and learn from each other in a relaxed and informal setting. The turnout for the pre-conference reception exceeded expectations. One of the most important features of the conference continues to be the celebration of excellence, both personal and corporate, in the world of private trucking. The induction into the PMTC Hall of Fame for Professional Drivers, sponsored by Huron Services Group, is one such opportunity. The competition to be inducted is fierce as the number of inductees each year is limited. Limiting the number of inductees ensures that those who receive the honor are truly the best of the best. Given the number of exceptional drivers in PMTC member fleets, those that are inducted are truly at the top

of their game. This year the committee selected two drivers for the Hall of Fame. Wayne Jantzi began driving for Home Hardware on Nov. 3, 1977 and has maintained an accident-free driving record for the last 37 years, accumulating more than five million kilometers during that span. Monte Boylen has been employed by Superior Propane since October 1975. Monte has been a professional driver for a total of 41 years, and has amassed 1.8 million kilometers, 73,800 truck hours, and nearly 100,000 deliveries accident-free during this time. Congratulations to both drivers! The Private Fleet Safety Awards, sponsored by Aviva, recognizes excellent fleet performance over an extended period of time. Three PMTC fleets were recognized for their achievements in developing, implementing and maintaining stringent safety protocols that result in outstanding on-road safety records. The 2016 awards were presented to John Deere in the medium fleet category (less than 75 power units), Home Hardware in the large fleet category (75 or more) and to Bridgestone Canada for most improved fleet. The PMTC’s first statement in its goals and objectives, written in 1977 and still applicable today, was to

“promote safety in private trucking,” and both the Hall of Fame and the Private Fleet Safety awards exemplify our commitment to those goals. And for something entirely different, the Vehicle Graphics Design Awards, co-sponsored by 3M Canada, were presented along with a video of one of the finest displays of truck graphics to be seen anywhere. During last year’s 2015 conference, the PMTC announced a new Education Program, called the PMTC Logistics Management Certification Diploma, comprised of select courses from the CITT program of study. In conjunction with this, at this year’s conference, PMTC presented an emerging young leader with an education bursary, which will provide our first ever recipient, Matthew Carr from Huron Services group with more than $1,300 in funding to use towards taking the CITT courses. Congratulations Matt! Also new to this year’s conference was the Professional CMV Driver Training Scholarship. The winner of this scholarship, Mike Russell from Superior Propane, will receive a best-in-class certified training program that meets the industry’s highest standards. Congratulations Mike for being the first ever recipient of this scholarship. For more information on all the award winners, please visit our website at www.pmtc.ca. Mike Millian is president of the Private Motor Truck Council of Canada, the only national association that represents the views and interests of the private fleet industry. He can be reached at trucks@pmtc.ca.

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2016-07-08 9:35 AM

TRUCK NEWS

Industry Issues DAVID BRADLEY

n June 28, Ontario transport minister, Steven Del Duca, announced that all new drivers wishing to take the province’s tractor-trailer (Class A) road test will first be required to successfully complete a mandatory entry-level training (MELT) course through an approved training provider. This is a big deal. It’s a game-changer. The days of being able to walk in off the street and take the tractor-trailer test with no training whatsoever are over in Ontario. The rule will take effect July 1, 2017 to provide a one-year phase-in designed to tie up some loose ends and allow the training schools (and everyone else) to get up to speed. We believe MELT is an important safety measure. It will also help ensure carriers will have an adequate supply of consistently trained, quality new drivers in the future. For a long time, carriers have been concerned over the lack of consistency in the basic level of competency exhibited by recently licensed Class A drivers. There are good schools producing good new drivers, but at the other end of the spectrum there are the licence mills. Just because a new driver holds a Class A licence is not a sufficient indicator that he or she has attained even the basic skills a carrier can then nurture over time into a professional driver. As part of the MELT process, the Class A test itself will be enhanced to bring it more in line with the new standard. While it might seem counterintuitive to raise the bar on driver training and licensing at a time when carriers are grappling with a long-term, chronic driver shortage, MELT will in our view eventually help the industry to attract more, better qualified people to the occupation. The CTA Blue Ribbon Task Force on the Driver Shortage, the Conference Board of Canada, and just about everyone else in the industry, has identified the classification of tractor-trailer driving as a low-skill occupation as a barrier to attracting people to the job. MELT is an essential step in changing that. For the first time in a few generations, more and more kids coming out of high school and university as well as the precariously employed, are looking to the trades for longterm, gainful employment. But, truck driving is not considered a trade. Too often it’s considered the job of last resort. Before we can change that, the occupation must take on more of the attributes of other trades. That’s where MELT comes in. It’s hard to argue the occupation should be treated like other trades in the absence of any form of mandatory training. At the time of this writing, details of the new minimum training standard were yet to be released. However, having worked, along with others, assisting MTO with the development of the standard, we have a pretty good idea what it will look like. It will reflect the entry-level portion of the National Occupational Standard developed by Trucking HR Canada and the Canadian Trucking Alliance which itself was the subject of extensive consultation with industry. The new standard will be more observable and measurable, providing more guidance to the trainers. It will require a minimum of 103.5 hours of training (115.5 hours if the MTO air brake course is included) and apply to private career

pg 36-37 tn aug v3.indd 37

Mandatory entrylevel training is here colleges, community colleges and regulated authorities under the MTO Driver Certification Program, thus increasing consistency. It will force the licensing mills to either bring their training up to standard or exit the industry. There are some issues to be worked out over the next year (ie., licence shopping, student funding and instructor qualifications). I am confident they will be resolved. In addition, work is underway with the Ontario College of Trades to bring the Ontario apprenticeship program in line with the new standard. There is an old saying that victory has a thousand fathers. That is true in this case. But there are a lot of people who deserve credit. I’ll start with the OTA members and Board of Directors who, despite the risks and inevitable pushback that

comes with being a true agent of change, provided the vision and direction and who continue to seek solutions leading to an even better industry for the future. The minister and his staff provided the political leadership, support and commitment that is essential to getting things done. The folks from MTO’s road user safety branch worked tirelessly and are great partners. Credit to Trucking HR Canada and its national working group whose National Occupational Standard is the foundation for the new training standard. The carriers, insurance companies and safety groups who made up the OTA MELT/DCP working group brought the real world to the discussions. And, the OTA staff (you know who you are), distinguished themselves once again.

August 2016

Previous efforts to establish new training standards often ended up with a product that did not have the endorsement or acceptance of the industry, especially from the carriers who are responsible for the safety of their fleets. It was imperative this time that the carriers and the many other stakeholders and partners – truck insurers, driver representatives, public and private training schools, enforcement agencies, shippers and safety advocates – were heard, if the standard is to have credibility. Given the broad level of input the new standard enjoys a level of support that was absent in the past. Ontario is the first jurisdiction in Canada to take this step. We are hopeful others will follow. More Canadian jurisdictions are showing interest in what Ontario is doing. In the US, the FMCSA is developing its approach. The prospects of MELT expanding across the continent are good. It makes sense. David Bradley is CEO of the Canadian Trucking Alliance and the Ontario Trucking Association.

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38 MAINTENANCE

Trucking industry struggling to attract young technicians Students say industry not doing enough to raise awareness of lucractive career opportunities By Sonia Straface TORONTO, ONTARIO

ow do we get young people to pursue a career in the trades rather than having them go the university

route? That was the question presented to a handful of panelists at this year’s Canadian Fleet Maintenance Summit that was held Apr. 13 at the International Centre in Toronto. The panel, titled Bridging the Generational Gap and Preparing Your Organization for What Lies Ahead: An HR Discussion focused on the technician shortage and what businesses can do to attract younger people to work in their shops. The panelists included: Vania Agostinho, a truck and coach technician apprentice for Carrier Centers; Scott Lakatos, a high school student enrolled in the Regional Specialist High Skills Major Truck and Coach Program at Bramalea Secondary School; Ryan VanderKooi, a student in the Truck & Coach Technician Program at Conestoga College; Dan Hutchinson, a professor in the School of Transportation at Centennial College; Barath Sockalingam, design and acquisition officer at Canada Post; and Glen Spencer, manager of fleet

mechanical for the City of Kitchener. Truck News editor James Menzies moderated the session. To attract younger generations into the shop in order to help mediate the tech shortage, all panelists agreed it is vital to get to students when they are at the high school level or younger to inform them of job opportunities in the truck maintenance field. “The truck and coach industry isn’t pushed enough in high school,” said Hutchinson. “When I’m talking to high school students, all they are really aware of is being an automotive technician. There’s no awareness, it’s just automotive. Sometimes students want to be a technician but they just aren’t even aware of the opportunities.” High school student Lakatos, agreed with Hutchinson and said if it wasn’t for his elementary school informing him of the opportunity to be a truck technician, he wouldn’t have pursued it as a career at all. Bramalea Secondary School is one of the only high schools that offers a truck and coach program to expose kids to the trades early in their education. Driving discouragement away from the trades, especially careers such as truck technician, is the stigma of being a “grease monkey” or being uneducated.

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“I myself am an honour roll student at my school, yet when I talk to my peers and even some my family members, they’re shocked to learn that I’m going to college for an apprenticeship program, rather than at the top university,” Lakatos said. Hutchinson said that in his experience, most parents are misinformed about the trade, as are the guidance counselors in the school. “I actually had to have a conversation with a student’s parent,” Hutchinson recalled. “His parents were bent on him going to university and he wanted to get into this trade after talking with me. His dad came in and said, ‘He needs to get a good education, he needs to go to university’ and I said, ‘Do you know that when my friends went to university, I was already working and I’m still making more money than all of them? Do you realize what technicians do nowadays? A majority of my day is spent on my laptop. You need to know computers. The days of technicians or mechanics being called grease monkeys are long gone.’” Spencer added that exposure to kids early in their education is vital because trucking opportunities aren’t as well advertised as automotive careers. “When it comes to advertising, all these automotive dealerships are at the forefront, shiny cars out on Main St. and when it comes to truck dealerships and truck fleets, they’re all in the industrial areas,” he said. “Even on TV there’s no ads for trucks, but there’s lot for cars. We don’t have that banner for kids to go into trucking.” The only female panelist at the seminar, Agostinho, added that young women should be considered too, when looking to recruit new blood into the industry.

Photo by Tim Norton

She said to recruit more women, a similar approach must be taken, raising awareness of opportunities early on through job fairs and field trips in elementary school. “I think (women are) scared,” she said of why she thinks there aren’t a lot of female apprentices. “Because it is a male-dominated industry. If they knew once you got out there, all the guys are pretty nice, nobody is going to go after you because you’re a female…they’d look into it.” Hutchinson admitted that getting students from high school into a truck and coach program is only half the battle. The real struggle is keeping them engaged in the trade so they don’t drop out of the program before they fully understand the industry. Hutchinson said many of his students end up in the program because they hear of the salary potential. “I see students who just want to get out (of school) and just think they’re going to make a ton of money right away,” he said. “They don’t realize the process. They need to be told the truth about the apprenticeship. And that leads to a letdown when they actually go through the process…students are very different these days because when I was growing up, we were very hands-on. Everyone took automotive classes in high school. Nowadays, I have a lot of students who when they come into my class, have never picked up a screwdriver before.” To be successful in his class and get a recommendation from him, Hutchinson said students should be punctual and should be excited to learn in the shop. Spencer added that when he’s looking to hire apprentices, attitude is an important factor. “I’m looking for those who are willing to learn, willing to pay attention

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2016-07-08 10:27 AM

TRUCK NEWS

August 2016

and those who don’t balk at a meaningless job like sweeping the shop floor,” he said. “Everyone has to start somewhere.” On the other hand, the students and apprentice on the panel agreed that to keep them happy as new hires, employers should support young people and provide them with the skills needed to grow. “As an apprentice, let me do work and let me get my hands dirty,” Agostinho said. “Let me figure out how things work. And if I can’t do it on my own, put me with someone who has the experience, who has the knowledge, who is able to teach me properly how to do those things. That’s something I look for in an employer: are you willing to help me grow?” VanderKooi, a current truck and coach student said one thing shops should be aware of is the cost apprentices bear to buy their own tools, which can sometimes be a deterrent. “I don’t have to worry about it too much,” he said. “Because I’ve slowly gotten the tools I’ve needed. But it is a large investment, especially for those who don’t have a basic set of tools.” Both VanderKooi and Lakatos agreed that shops looking to get young blood into the industry should look into tool costs for new hires and offer help as an incentive. For those thinking about entering the industry, Sockalingam, who started as an apprentice and moved up the ranks rather quickly in the industry said: “For the young people, I would definitely tell them to take as many opportunities as they can. It’s a learning experience for most, but after that the pay will follow. Apply to as much as you can.”

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2016-07-08 11:46 AM

TRUCK NEWS

Preventive Maintenance KAREN BOWEN

raveling down the road in the hot summer, you may notice dry, brown patches of grass in the median – spots that haven’t had enough rain. Just like the earth, your body can dry up if it doesn’t get the water it needs to grow, repair and keep your systems functioning properly. Even if you do try to maintain your fluid levels, circumstances may cause you to use or lose more fluid than you ingest, leading to dehydration. Perhaps you don’t drink enough water in hot weather, or are experiencing: ongoing diarrhea; excessive vomiting; prolonged fever; excessive sweating; and/or heavy sweating. Unmanaged, these conditions could lead to serious health problems. If you become mildly to moderately dehydrated, you may experience: thirst; sticky, dry mouth and skin; lethargy; dizziness or lightheadedness; headache; reduced urine output; and/or constipation. If dehydration becomes more severe – a medical emergency, you may experience these more noticeable symptoms: extreme thirst; dry mouth, skin and mucous membranes; less elastic, shriveled skin that does not quickly regain shape when pinched into a fold; sunken eyes; low blood pressure; rapid heartbeat and breathing; and/or fever. In very serious cases, you may become delusional, lose consciousness, or die. Doesn’t it seem strange that someone could even become dehydrated? Why not just drink enough to replenish your water supply? Many times, you may not even feel thirsty until you are already dehydrated. Or, you may have emptied your water bottle a few miles back and are waiting for a convenient stop to replenish your supply. Or, perhaps you do feel thirsty, but are just too busy or on too tight a schedule to bother stopping for a drink. Or, you may have a related health concern. Diarrhea and vomiting, especially when severe and acute, can cause a huge loss of water and electrolytes in a very short period of time. Fever, particularly a high fever, also burns off a lot of fluid while trying to cool your body through evaporation. Excessive sweating and increased urination caused by undiagnosed or uncontrolled diabetes and certain diuretics and blood pressure medication, may also lead to dehydration. As well, specific groups of people run a higher risk of becoming dehydrated, including older adults, people with chronic illnesses, endurance athletes, and people who live and work in hot environments. As an older adult, your less-efficient body becomes less able to conserve water and adapt to temperature changes. In addition, medications may impact body fluid levels. Chronic illnesses also lead to higher risk. Uncontrolled or untreated diabetes, heart disease, kidney failure and/ or other chronic illnesses, all make you more susceptible. Even a sore throat or cold with fever can impact hydration levels. Physical activity in hot, humid conditions easily causes dehydration. Prolonged work or exercise may make

pg 40-41 tn aug v3.indd 41

Dehydration: Test the water you lose more water than your cells are capable of absorbing quickly. Every active hour increases your fluid debt, which may cause a cumulative (and dangerous) deficit over time. Even moderate exercise can affect you; so, consciously hydrate in your downtime. Remember, in humid air, your sweat doesn’t evaporate and cool your skin surface as quickly as usual, so extra fluids are required to regulate your body temperature. Avoid the following serious conditions, by maintaining your water levels. Heat injury, ranging from mild heat cramps to heat exhaustion, or even heatstroke, which is sometimes fatal. Swelling of the brain, which sometimes occurs while rehydrating after becoming dehydrated. When your water-starved body overreacts to a fresh water supply, thirsty cells can swell and burst trying to draw in too much water too quickly. This can devastate brain cells. Seizures, caused by electrolyte imbalances that disrupt electrical signals between nerve cells. Low blood pressure, resulting from low blood volume, which decreases oxygen levels throughout your body, can be fatal. Kidney failure, which prevents kidneys from filtering impurities and waste from the blood. And finally, coma and death, if severe dehydration remains untreated. Mild to moderate dehydration can easily be reversed. Simply increase your fluid intake, drink plenty of water or sports drinks, and eat foods high in water such as fruits and vegetables. When sick, or exercising or working in the heat, drink even when you don’t feel thirsty. Plan ahead; start hydrating a day ahead of physical activities. Then, just before exercising or working, drink one to three cups of water. During the activity, keep drinking, and drink more after you’re done. Since thirst may not necessarily warn of low hydration levels, monitor your urine colour, as well. Light-

August 2016

usually parallels the severity of dehydration. Be aware that severe dehydration requires immediate medical intervention! Don’t leave your body high and dry. On every trip, remember to keep a few water bottles on hand.

coloured or clear urine shows you are well hydrated. However, amber or dark-coloured urine may indicate dehydration. The darkness of the urine

Karen Bowen is a professional health and nutrition consultant, and she can be reached at karen_bowen@yahoo.com.

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2016-07-07 4:18 PM

42 FLEET NEWS

M-O grows container fleet BRAMPTON, ONTARIO Maritime-Ontario Freight Lines has announced the purchase of 250 53-ft. domestic intermodal containers. The addition includes 125 heated and 125 refrigerated containers, with reefers supplied by Carrier Transicold. The company says the containers will be deployed by the third quarter. Each container comes with M-O’s captive beam logistics loading system and ibright telematics, the company announced. This allows M-O and its customers to monitor temperatures in real-time while goods are in transit. They were also spec’d with electric capabilities to reduce emissions.

Canada Cartage helps keep the homeless hydrated TORONTO, ONTARIO Noting that more homeless people die from dehydration in the summer months than freeze to death in the winter, Canada Cartage is once again taking steps to deliver drinking water to those who need it. Canada Cartage and its employees Paul Hanson, Adam Mathour, Parm Dandiwal, Armand Mazerolle, Parmjit Dhillon, and Maninder Singh delivered four trailers of water from Nestle in Guelph to the Bargains Group in Toronto in support of Project Water. The bottled water was delivered to Toronto-area homeless through more

than 150 social service agencies and homeless shelters. A total of 300,000 water bottles and 3,000 summer survival kits were delivered as part of the initiative. “Water is the essence of all life and is an invaluable resource to those most vulnerable all year round,” said Jody Steinhauer, founder of Project Water. “We are extremely grateful to Canada Cartage and all of our partners in leading the charge to help save the lives of those living on our streets and in shelters.” Since its inception in 2000, Project Water has delivered more than two million bottles of water to those most in need.

Andy Transport continues growth with addition of maintenance facility BOUCHERVILLE, QUEBEC For the second time in six months, Andy Transport has acquired a new maintenance center, this time in Boucherville, Que. The more than 96,000 sq.-ft., 18-bay location is the third to be strategically placed in the proximity of Andy Transport’s terminals in Salaberryde-Valleyfield, Montreal and now in Boucherville, each running at full capacity and providing 24-hour fullservice maintenance. Andy Transport has also entered into a partnership with Le Centre du Camion Ste-Marie, a distributor of Mack, Volvo and Isuzu. “Due to the high demand of our clients, we decided to open the first Mack dealership on the South Shore of Montreal,” said Marc Tardif, president of Le Centre du Camion Ste-Marie. “We will be opening a full-service dealership with a sales and a service team for Mack, Volvo and Isuzu products.” Ilie Crisan, president of Andy Transport, said the partnership was not just strategic, but also a natural fit. “They will occupy 12 truck bays and we will occupy the rest of the building,” Crisan said. “It is another big step in our effort to lower our fleet maintenance operating costs, while reducing the commute

thank you to those who make the miles count Siemens Transportation Group Inc.

In honour of National Trucking Week we are celebrating our Employees and Contractors that make Siemens Transportation Group Inc. a family Company our customers can count on. Join us for a BBQ and giveaways on Friday September 9th, 2016 from 11:00a.m. - 3:00p.m. at the following locations: Calgary: Kindersley Transport Ltd. Branch - 9905-54th Street S.E. Calgary, AB Saskatoon: Husky Truck Stop - 315 Marquis Drive Saskatoon, SK Winnipeg: Kindersley Transport Ltd. Branch - 1991 Brookside Boulevard Winnipeg, MB

pg 42-43 tn aug v3.indd 42

and downtime of our drivers based out of the Boucherville terminal.” “This new maintenance center enables us to provide an even better support to our fleet in the South Shore area of Montreal,” added Daniel Barbu, fleet manager of Andy Transport. “The acquisition and operation of a first Andy paint shop represents a key milestone in the maintenance and repair of our fleet. It gives us a competitive edge on the market.”

Schneider practically eliminated cargo theft in 2015 GREEN BAY, WISCONSIN Schneider has announced that of the company’s more than three million loads moved last year, 99.999% were theft-free. In an age when cargo thieves have run rampant, Schneider said it has incorporated multiple overlapping elements to prevent theft, with carriers and shippers working together from the beginning of a shipment to its final delivery. Schneider employs multiple technologies, procedures and training to strengthen the supply chain and achieve best results. “The technologies and processes we employ to keep freight safe are absolutely best-in-class, but our secret weapon is the careful and observant driver force we have behind the wheel of every load,” noted Brian Bobo, vice-president of enterprise security. “Schneider drivers’ skill sets are kept sharp through a three-prong approach: We thoroughly train during on-boarding, we regularly communicate the locations and types of thefts that are occurring industry-wide and we incorporate theft prevention techniques into our quarterly training sessions.” Schneider said CargoNet’s annual theft analysis shows the industry lost 890 loads in 2015, averaging $185,297 per incident. “Schneider continues to lead by example with their layered approach to cargo security,” says Anthony Canale, general manager at CargoNet. “Through their understanding of technology, intelligence and application of cargo theft trend data, they truly have a unique safety and security application. Their use of CargoNet’s theft prevention and recovery network is just one example of their commitment to securing their customers’ freight. We are honored to be a part of Schneider’s continued success.”

2016-07-08 12:07 PM

TRUCK NEWS

INSIGHTS

Guest Column

SHELLEY UVANILE-HESCH

style, including better food choices and exercise programs. And it’s not just drivers with children who are looking for more home time. With an aging population, many drivers are caring for elderly parents and need to be home more often. Although drivers are often referred to as “professional drivers,” the job is not recognized as a skilled trade in the eyes of government. That recognition of driving as a skilled occupation is important to the trucking industry. It could go a long way toward uniting drivers who are often fragmented and divided on issues. It is also important in the recruiting of drivers. Ontario is implementing mandatory entry-level training for new entrants into the industry by July 2017. But training

Shelley Uvanile-Hesch has been a professional driver for 11 years and is founder of the Women’s Trucking Federation of Canada.

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pg 42-43 tn aug v3.indd 43

where things get interesting. A truck driver typically works 60-70 hours a week, with only 36 hours off between duty cycles and is often away from home for days at a time. While access to technology is extending the workday of many Canadians, official statistics peg the average workweek for Canadians at somewhere between 36 and 40 hours. How is that encouraging to new drivers who want more home time? How are we to attract new drivers into the industry when existing drivers struggle with work/life balance at what many drivers feel is at the low end of the pay scale? The importance of quality of life – wellness, home time, and security – can’t be ignored. Today’s drivers want a healthier life-

shouldn’t stop when a newly minted driver walks out the door with Class A licence in hand; it takes a lot of on-the-job training and mentoring to turn that individual into a safe and productive truck driver. As drivers, we are often told that we’re the front line of the trucking industry, but we’re often the least heard when it comes to issues affecting us. Whatever discussion is taking place, whether it’s recruiting and training, compensation, quality of life issues like wellness and home time, or security and safety, you may just be surprised at the wealth of knowledge and experience that can be found on that “front line.” A lady I very much admire and respect in the trucking industry just recently passed this quote on to me: “Safety brings drivers home, wellness gets them back on the road.” To me, keeping that idea in mind seems like a good place to start.

O C

here’s no doubt that trucking is a tough industry. It’s fast-paced, gritty and at times unforgiving. Truck driving is one of the most difficult jobs, but it can also be a rewarding one. It’s an industry filled with the safest and most professional drivers on the roads. That’s why it is important for carriers, government and drivers to recognize and improve gaps in the trucking industry. When you throw in the everyday struggles such as traffic, border delays, shipper/receiver delays, breakdowns, weather, etc., that most drivers face on a regular basis, it’s understandable why fewer people are choosing trucking as a career. As current drivers retire or change careers, it is essential for carriers to remain objective in recruiting, hiring and retaining their existing drivers regardless of race, gender, age or religious beliefs. The trucking industry has been maledominated for decades, often referred to as an “old boy’s club.” Women have had to struggle with sexism, name calling, and the inability to find a female mentor. Women are a valuable and important part of the trucking industry, whether behind the wheel, under the hood or in the office. Let’s face it: the trucking industry isn’t going to disappear any time soon. So isn’t it time we all learned to work together? In order to make the trucking industry a more attractive career choice for both women and men, we need to address a few issues. A key area is lack of respect and driver image. The media plays an important role in perpetuating a negative image of truck drivers, but drivers themselves need to be more aware of how they present themselves on social media. Too often, all the general public sees is images of truck accidents and fatalities, rather than the positive side of trucking. Many drivers and trucking companies willingly give their time and financial support to various charities across Canada. These range from convoys and activities like Trucking for a Cure, Ride for Dad and Wear Plaid for Dad to raise funds for cancer research, to supporting organizations like Special Olympics and Makea-Wish. The trucking industry is always first on the scene when disasters like the Fort McMurray fires strike, or when food banks need to be filled. We celebrate these activities in the trucking magazines, but far too seldom in the mainstream media. If all you hear is the negative and never the positive, why would you consider a career in trucking? Driver compensation can’t be overlooked. Figuring out what truck drivers earn can be mind-boggling. Most drivers are paid by the mile, others by percentage of revenue. Not all drivers are paid for the time they’re sitting still, whether it’s fueling, at the border, on the loading dock or stuck in traffic. Some carriers pay for picks and drops, or hourly pay when doing city work. Some offer incentives for safety or fuel bonuses. But many drivers are short-changed when it comes stat holidays, vacation and overtime pay. So depending on where, what, and how long they drive, drivers can make more than $60,000 per year, which is more than the average working Canadian. But comparing the workweek of the average Canadian with a truck driver is

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2016-07-08 12:09 PM

44 TARPING SYSTEMS

TRUCK NEWS

Five things to think about when buying a

tarping system

And why the tarp is as important a buying decision as the trailer itself The primary purpose of a rolling tarping system is to protect the freight you’re hauling, but the system you choose will have a direct impact on your profitability for up to a decade. That’s why you should give as much thought to the tarping system you purchase as you would to the trailer itself. Choosing the wrong tarping system can reduce productivity, limit the types of loads you can haul, increase downtime and lead to cargo damage. The good news is, today’s tarping systems have never been better, according to Paul Vandenberg, president of Brantford, Ont.-based Trison Tarps. “These systems have really improved, as far as the rolling of the systems and the longevity of the systems,” he said. Still, no two sliding tarping systems are the same and it pays to do your homework.

Choose quality Inspect tarping systems closely – especially the seams – to see how well they’ve been constructed. “They all look good when they’re brand new,” says Lloyd Verduyn, president of Verduyn Tarps. “It’s when it gets to be used a little bit, usually after six months, that the quality starts coming to the front.” Verduyn related the story of a customer who purchased an inexpensive tarping system elsewhere and had to return to the supplier for repairs 24 times over a 22-month period. “He bought a system that used a lot of parts from offshore and two weeks later he was back for his first repair,” Verduyn cautioned. Geordan Gay, sales and marketing director with Chameleon Innovations, suggested examining the inside

pg 44 tn aug v3.indd 20

of the tarp for quality. “If you look from the inside, you’ll see that a well designed tarp is usually reinforced around the rail area and the top corners,” he explained. “It’s not just one layer of fabric wrapped over. We’ve got about 50 ounces of fabric down near our rail locations and about 40-some ounces of fabric near the top corners.” Also examine the door area. Gay warned against the use of Velcro, which can come loose over time. Mechanical closures cost more but will last longer, he said.

How about support? If you’re a long-haul operator, consider the ease of service while on the road. Can repairs be made by any tarp or trailer shop? How about those covered by warranty; can you get the work done on the road or do you have to return to the manufacturing facility? These are some of the questions Gay said you should ask of your supplier. “One thing that is really important is, where is that warranty supported?” he pointed out. “A lot of warranties state you need to come back to the factory if you want the repair to be done free of charge.” Rolling tarps are designed to last up to 10 years, but will likely require some service over that time. How quickly will repairs be made? “A week of lost loads can really cost a lot,” Gay pointed out. He said to choose a tarping system that can be easily repaired by any tarp or trailer shop and to shy away from welded assemblies that need to be ripped apart for repairs. Verduyn tells customers to ask other users about product quality and support. “The best bet is to talk to other owners,” he said. “I can’t stress that enough.”

Right-size the system Some tarping systems impede on the cargo area, reducing payload and potentially ruling out certain sized loads. Talk to your supplier about the dimensions of the tarping system and the requirements of the freight you’ll be hauling. “Choose a manufacturer that has thought about a way to maximize your load volume,” said Gay. Is the bulkhead installed in front of the deck or does it extend into the cargo space? Many are mounted on top of the deck and a 48ft. trailer becomes a 47-ft. trailer. Width is equally important. Slimmer tarping systems will allow for wider freight, especially important if you plan to haul containers or certain building products that require a full 102 inches of deck space. Having a couple extra inches of width also affords some room for error for forklift operators who don’t load the cargo completely square. Gay also suggested customers consider the benefits of combining a lower deck with a higher tarping system, rather than automatically choosing a standard 98-inch interior height. “When you’re doing LTL, do you really want to be stuck with only 98 inches of interior height when you could have had 104?” he questioned, noting with a low deck, a 104-inch interior height is achievable while staying within the 13’6 overall height allowance. “We try to find out as much as we can about what they haul and what their needs are,” Vandenberg noted.

Maintenance-free? The maintenance-free tarping system sounds appealing but a little effort can go a long way towards extending tarp life. Operators should wipe down the rails every time they’ve been loaded, Gay suggested.

August 2016

“There are lots of loads that dump mud or dirt onto the rails. Imagine a wheel scraping up against your rail with the addition of little particles of dirt. That wears through aluminum quite quickly so it’s very important to wipe down the rails quickly after loading each time or at least inspect them to make sure there’s no debris on the rails,” Gay cautioned. Verduyn is a proponent of greasing the wheels and ratchets, even if they are purported to be grease-free. Vandenberg said drivers should be trained on proper use of the system as well as maintenance requirements, especially if they’re unfamiliar with the equipment or have been using a different system. “It’s probably wise to have training on the system before it leaves the location where it was purchased,” he said. Drivers should also inspect the system for loosened connections and regularly replace rail protectors. Any rips or tears should be duct-taped immediately and taken in for proper repairs as soon as possible, before the damage gets worse. Also consider the wheel material. Some suppliers have adopted nylon or rubber wheels in place of steel, citing better longevity.

The convenience factor Finally, choose a tarping system that’s easy to operate, especially with an aging workforce. Verduyn said one customer says he’ll be able to work an extra 10 years because of the simplicity of operating a rolling tarping system, which can be operated entirely from the ground. Vandenberg thinks the industry will see even more innovation in ease of use, indicating electric systems are likely the way of the future. “An automated system of some sort will take the marketplace,” Vandenberg predicted. But Gay countered

that sometimes simplicity is better. “When you’re out on the road and an electrical or air system fails and you can no longer tension or lock your tarp system, what do you do then?” he reasoned. “As new technologies come, you have to be really sensitive about, what is it going to take to fix this in the field if it breaks?”

2016-07-12 2:48 PM

TN Marketplace August Pages 2016-07-09 10:34 AM Page 49

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TN Marketplace August Pages 2016-07-09 10:34 AM Page 50

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TN Marketplace August Pages 2016-07-09 10:34 AM Page 56

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TRUCK NEWS

MAIL

August 2016

Force manufacturers to end wheel-offs Preventing wheel separations equipped with far superior disc brakes Dear Editor: and that would prevent accidents. And I’ve been wondering why we still have how about wheel-offs? Could we not Nice article on wheel separations (July Truck News). It should raise a few eyebrows! The the problem of wheel-offs or brakes that do the same and force truck/trailer article invokes a number of thoughts. are out of adjustment and all I can think manufacturers to come up with a failFor example, annual calibration of torque wrenches or every 5,000 cycles. That would of is, nobody really wants to fix the prob- safe way to prevent wheel-offs? suggest the technician is changing less than two tires a day – not very productive. Might I The aircraft industry uses castle lems. Why? Because the ones that get all suggest mandatory re-certification of calibration every 2,000 cycles or three months? nuts when they need to prevent things the blame for these are the drivers and As for drivers not performing proper pre-trip inspections, we as the carriers must take coming loose. I can’t think of any reanobody really cares about us. Governthe lead and instill a higher safety culture within the driving staff. son why they couldn’t work. Torque ments just increase fines to us but don’t As for visual inspections, I did get stuck on one point cited by the MTO’s Kerri Wirathe nut on, pop a cotter pin through force the manufacturers to correct the chowsky, to look for wheel cracks, leaking hubs, missing fasteners, broken studs, missing problems. Does anybody think car man- and the nut cannot turn off. studs, etc. Sure, I get it, however when it comes to broken/cracked studs, just how does a This would not cost much and could ufacturers would be allowed to sell cars driver recognize this without pulling the wheel off? Truck News, Truck West, Fleet Executive, Canadian Shipper,TMTV, Surface Transportation be easily retrofitted to all trucks. Order with brakes that go out of adjustment Which takes us back to the poor installation of the tire in the first place. Talk with most and cause accidents and then just blame manufacturers to use this or another reputable repair shops and they will point out although wheel nut undertorque is a confail-proof method of keeping wheels on the drivers? Nope, they would receive cern, overtorque is maybe a bigger concern. and by 2019 require all trucks to be retthe blame and be forced to fix the issue. When a wheel nut requires in excess of 700 lb.-ft. to be removed, that should suggest an rofitted when annual safeties are done. Why not for trucks? installation problem. After all, the studs are meant to withstand a certain amount of force. This way the problem would be comEnough is enough. Just pass a law But when they are stretched on installation, this will lead to a major problem, and likely a pletely solved in a couple of years. that requires truck and trailer makwheel-off. ers to receive a substantial fine when Jim Breyer brakes go out of adjustment. I know Charles Walker Dresden, Ont. this sounds radical for trucking, but Risk Manager Via e-mail brake issues would come to an end. Wilsons Truck Lines Trucks and trailers would be Dear Editor:

TRANSPORTATIONMEDIA

Western Star was aero before its time Dear Editor: As a long-time subscriber to Truck News and a long-time Western Star owner, I would like to point the 5700XE is not the company’s first aerodynamic highway tractor, as recently claimed. I purchased a 1993 Western Star 5964 in 1992, which was a full aerodynamic model. I also purchased another 5964 in 1997, which was also an aero model. I am not sure when they stopped production of the 5964 but it was made for many years and it was a true aero machine, competing with trucks such as the Kenworth T600 and Freightliner’s aerodynamic models. Jim Hagen Ayr, Ont. Via e-mail

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2016-07-11 3:32 PM

56 ALTERNATIVE FUELS

Natural gas a natural fit?

Fleets still see a future for natural gas, even in an era of low diesel prices By Derek Clouthier INDIANAPOLIS, INDIANA One of the first things Steve Tam, vicepresident of the commercial vehicle sector for ACT Research, articulated during his presentation on the future of compressed natural gas (CNG) in a market of US$2.50 per gallon diesel was to change the title of the panel discussion to better reflect the unyielding downfall of oil prices. With prices at the pumps falling to around $1.75 a gallon in the US at the time of the discussion, Tam echoed what was an underlying theme during the Green Truck Summit in Indianapolis, Ind. this spring; that with low oil prices comes the challenge of convincing the public to explore alternative fuels, like CNG. Tam said he believes that from an economic standpoint, for CNG to again become a viable option for more fleets to consider, oil would need to return to around the $60-$70 a barrel mark. But CNG is certainly not a new concept to many. Mike Britt, director of maintenance and engineering operations, ground fleet for UPS, said that of his company’s 6,673 small package fleet vehicles, more than 3,000 run on CNG, and UPS is only looking to expand its use of alternative fuels. “We are generally agnostic to alternative fuel technology,” Britt said, adding that depending on where in the world UPS operates, some form of alternative fuel is used in its vehicles, including propane, hydrogen, liquefied natural gas and electricity. In the future, UPS plans on having more than 8,000 alternative technology vehicles on the roads in the US and abroad using a variety of power options. One of the challenges Britt pointed out when it comes to CNG, however, was getting the product to customers by getting the proper infrastructure in place. UPS has managed to mitigate this problem by establishing its own CNG stations to service its fleet, with services in Louisiana, Texas, Colorado, Kansas and various eastern locations. “We have very stable numbers,” Tam said of CNG infrastructure across the

pg 56 tn aug v3.indd 56

US, with the only region in the country lacking services being the upper mid-west. Another challenge for companies when making the switch to natural gas is the cost of shop upgrades to properly maintain their newly powered fleets, which panelists estimated to be in the $100,000 range. But for many, the positives far outweigh the negatives. CNG has many benefits when it comes to greenhouse gas (GHG) emissions. Vehicles powered by CNG produce less emissions than an equivalent diesel-powered vehicle, the product itself is safer than oil and diesel as it’s lighter than air and disperses more quickly if spilled, and, as Britt said, it burns much cleaner than diesel, which he said was evident when his fleet is serviced in the UPS shop. Steve Shearon, CNG commercialization manager, Constellation, who also took part in the panel discussion, highlighted the fact that the US has become the world leader in natural gas production, and is actually producing more than there is demand for, despite the need for the product continuing to rise. Tam agreed, saying, “We found a whole lot of natural gas back in 2008,” and adding that the US had 10 years of proven reserves and 100 years of potential sources of natural gas. With 2.5 million miles of established pipelines across the US, Shearson said distribution of natural gas has been made much easier, and added that the product has become the leading energy source produced in the US, ahead of coal and domestic liquid fuel supplies, and that CNG was a great opportunity for the transportation sector to explore. “We’re fighting 100 years of history,” Shearson said of transportation’s reliance on liquid fuels. He pointed out there is nearly 170 billion gallons of fuel used for on-road transportation every year in the US, and less than 1% is natural gas. With CNG prices comparable to gasoline and diesel, Shearon said opting for the alternative fuel source was about reducing emissions and less-

UPS has more than 3,000 vehicles running on CNG and is planning to expand its alternative fuel fleet, even with diesel costs clinging to about US$2.50 a gallon.

ening a fleet’s environmental impact, as it reduces GHG emissions by up to 30%, diminishes engine noise and offers simple aftertreatment. He said that in addition to the environmental benefits, there are several economic advantages to using natural gas, as it has a lower cost per mile, is not exposed to volatile world energy markets like oil and there are several government incentives for using the product. Panel members also concurred that when it comes to CNG prices, the more a company uses, the less it ends up costing per gallon. Current US pump prices for natural gas run around $2.10 per gallon, but the panel said commercial fleets would pay around $1.50.

Companies manufacturing engines that operate on natural gas include Cummins, Ford Motor Company and General Motors. Several light-duty vehicles, such as the Isuzu NPR, Chevrolet Express 2500/3500/4500 and several Ford models use natural gas, but even more medium-duty vehicles – 65 in fact – run on the alternative fuel. “We’re starting to build a critical mass,” Tam proclaimed, which he said was essential if more companies were going to follow suit. Of the current population of CNGpowered vehicles in the US, light-duty numbers 87,000, medium is 25,800 and heavy-duty comes in with 39,500.

Diesel’s dominance to shrink by 2021 COLUMBUS, INDIANA According to a new report by ACT Research and Rhein Associates, diesel’s dominance of Class 8 engines will lessen by 2021. In 2015, diesel engines made up 98.5% of the North American Class 8 vehicle market, but those numbers won’t hold up in the future, ACT said. The report, called The N.A. On-highway CV Engine Outlook, analyzes significant trends in engine displacement, engine type (diesel, gasoline, natural gas, and other), captive versus non-captive engines, and premium versus non-premium power for Class 8 vehicles. “This new report details current and future OEM offerings, the engine-related regulations in the pipeline and the impact of these regulations on the market, as well as our forecast for the North American commercial vehicle engine industry through 2021,” said Tom Rhein, president of Rhein Associates. “For instance, the Class 8 production was split 75.5% tractor to 24.5% truck in 2015, but we expect the truck share to grow.” ACT’s senior partner and general manager, Ken Vieth added: “We see captive engines gaining in market share, as in-house models increase and displacements are reduced. While we don’t expect a complete reversal by 2021, the industry is certainly going through a transition. Diesel dominates, but the share will narrow, and non-captive engines are likely to decline, barring any unforeseen circumstances. With the impending GHG Phase 2 regulations and growth of vertical integration across the supply chain, and with the constant push for engine efficiencies and reduced emissions simultaneously, now seemed like the time to apply our models and expertise collaboratively to provide intel unlike any other available.”

2016-07-11 3:33 PM

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TRUCK NEWS

August 2016

Book Review: Making Your Miles Count By Harry Rudolfs This is Robert D. Scheper’s second book in his Making Your Miles Count series. It follows his 2007 release of Taxes, Taxes, Taxes. “Written for truck drivers,” is how Scheper describes this recent volume, and the first chapter is a narrative seen through the eyes of fictional truck owner, Mike. But the events are based on real scenarios that Scheper has come across in his practice, and he’s not even telling you the worst cases. The author draws on decades of experience as both he and his wife have been both independent operators and accountants to the industry. His 1996 master’s thesis was completed on, and in the midst of, deregulation and represents the starting point of the book’s 16 years of research. At the crux of his work, he charts and compares 10 contracts in 1996 and 10 in 2012, and the book is packed with information. He’s really answering the question that he posed in his master’s thesis: Have contracts (and net returns) gotten any better since deregulation? You might guess that the short answer is yes and no: good contracts have gotten better while the lower-end ones have dropped further. “Drivers that have found a niche are really doing quite well, but generally the lower cost carriers pay only what they can get away with (less),” he says via telephone from his office in Steinbeck, Man. “The rules for success in 1996 have become even more important today.” As can be expected from a master’s thesis, this is a dense body of work. The chapter on fuel costs and taxes is extremely thorough (I learned more about IFTA than I will ever need to know). But he offers some good advice along the way and debunks some common misconceptions. For instance, some drivers believe buying fuel in every state or province reduces your IFTA on the settlement statement. But, he argues, there is no net benefit: “Purchasing fuel just to reduce your fuel tax is misplaced effort.” For the sake of the reader, Scheper clarifies the difference between a lease-operator and owner-operator, two succinctly different business models (the terminology is often used in-

Action Trailer Sales............................. 52 Atlantis Radiator................................ 48 Bayview Kenworth............................. 46 Benson Tire..................................... 45 Capacity of Ontario (Div. of Altruck Group).... 49 Curtainsider..................................... 46 Dependable Truck & Tank.. .....................51 Eastway Tank & Emergency Vehicles..........47 Gear Centre......................................47 Kingpin Specialists............................. 48

King Radiator....................................51 Morgan’s Diesel................................ 48 Texis Truck Exhaust............................ 49 Truckman....................................... 50 The Truck Exhaust Place....................... 50 Trison Tarps..................................... 50 Truck Convoy for Special Olympics.. .......... 49 Verduyn Tarps.................................. 48

XL Radiators.................................... 46

ALPHABETICAL LIST

terchangeably in the industry). “Leaseoperators get paid by the mile and owner-operators get paid by a percentage of the freight invoice,” he says. He also deals extensively with fuel issues, turnover and dozens of miscellaneous threads. “All carriers are not the same,” says Scheper. “Some…are true leaders in the industry and nation…(but) they compete daily with some carriers who are ruthless liars, people who should never be trusted.” The author also goes to some length to discuss fuel surcharges and fuel caps, examining both the positives and negatives associated with these practices. “Some drivers will tell you they won’t run for any less than a 42-cent fuel surcharge, but that’s really meaningless,” he says. “It all depends on what the base cost is.” For drivers who love trucking and are serious about their profession, there is a mountain of information here. Scheper says he’s received much positive feedback about the work. “Drivers who love trucking really love it. But not all truck drivers love this business – I’d say only about half,” he adds. “I don’t expect everyone to read it, just the ones who want to be successful.” Choosing a Trucking Company is available online at www.makingyourmilescount.com. You can also contact the author directly at Robert@thrconsulting.ca.

205 Doney Inc.................................. 23

Laidlaw Carriers Bulk GI Inc... ................ 32

Accutrac Capital Solutions.................... 17

Liquid Capital Midwest........................ 59

B.F. Goodrich.. ................................. 62

Michelin Tires (Canada) Ltd.. .............63,58

BTC Express............................................... 39

Ontario Drivers Medical...................... 55

Burrowes Insurance Brokers................. 27

Petro Canada................................... 14

C.U.T.C........................................... 23

PMTC............................................ 23

Castrol/Wakefield Canada.................... 19

Q-Line Trucking Group........................ 31

Challenger Motor Freight.. ....................30

RIGLUBE.. .......................................20

Chevron Global Lubricants..................... 4

The Rosedale Group...........................29

Child Find-Missing Kids.. ................... 61

Schneider National.............................38

CITT.............................................. 15

Scotlynn Commodities... ......................34

Contrans Flatbed Group....................... 37

Shell Canada Products Ltd....................22

Country Transport.. ............................36

Siemens Transportation Group.............. 42

Crossword Puzzle and Solution........ 9,57

Stateside Transportation Consultants.......59

Cummins Inc....................................64

Summit Transportation............... 7,10,11

Cushman & Wakefield.........................59

Tankmart International........................ 16

Dieter’s.......................................... 12

Texis Truck Exhaust.. ................... 9,49,57

Doyle Transportation.. .........................36

TFS Group.. ..................................... 57

Flo Components................................ 27

The Erb Group of Companies.................33

Forbes-Hewlett Transport.. ...................39

The Rosedale Group...........................29

Freightliner/Truck............................. 2,3

Transcourt Tank Leasing...................... 21

Fleet Safety Council.. .......................... 18

TransX Group of Companies................. 43

Great Dane....................................... 6

Trucker Radio...................................56

Healthy Trucker (a division of NAL

Truck and Trailer.. ............................54

Insurance).................................... 15

Truck News – Subscription................55

Holmes Freight Lines..........................40

Truck News–Driverlink.. .................... 61

Howes Lubricator.............................. 17

Truck News–TMTV...........................53

Hyndman-A Celadon Company.. ............. 28

TruckPro/UAP.. ................................. 27

Imperial Oil....................................... 8

Uniroyal – Newland Transport................60

ITS.. ............................................. 33

Villeneuve Tank Lines.. ........................38

J-Line Transport.. ..............................36

Volvo Truck Leasing System.................. 13

K.D.I.Transportation.. ..........................41

Wilson’s Truck Lines.......................... 40

Kelsey Trail Trucking.. .........................41

Xan Systems.. ..................................40

Keypoint Carriers Limited.....................41

Young Transportation System................40

Kriska Transportation.. ........................35

Z Source Equipment...........................20

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2016-07-13 11:44 AM

MARK DALTON : OWNER/OPERATOR

By Edo van Belkom THE STORY SO FAR Mark finds himself stuck in downtown Toronto traffic as the city’s taxi drivers protest the start of Goober, the ridesharing service that is cutting into their business. After an hour Mark is so upset about his wasted time that he decides to sign up for Goober and make some extra money on his next trip west… • Mark had little trouble qualifying for Goober. He’d thought that because his vehicle was a semi and he’d be taking a load the entire way to Vancouver that the ride service might not accept him, but that wasn’t the case. In fact, once he’d completed the questionnaire and all the required forms, a small message popped up on his computer screen and asked him, “Would you like to start earning money, now?” Mark deferred, not wanting to use Mother Load to provide rides within any city limits because there were so many roads he couldn’t access in a rig. Instead, he clicked on the long-distance page and broke up his next trip into several smaller trips that would see him providing rides for a bunch of different people on his way to the western coast of Canada. The first leg would be Toronto to Timmins, then Timmins to Winnipeg, Winnipeg to Regina, Regina to Calgary and Calgary to Vancouver. By the end of it, Mark would have a good idea if Goober was for him and if the extra money was worth the inconvenience of having to think about someone else’s well-being all the way across the country. When Mark was done logging his trip into the website, he realized that he had already spent a halfhour working for Goober without earning a cent. He could accept that as just a part of doing business as he couldn’t start any new endeavour without investing either time or money into the process, so a half-hour of his time seemed reasonable. “Okay,” he said allowed as he clicked on the submit icon. “Let’s see how this works out.” He got a notification on his cell phone less than 20 minutes later. “Need to get to Timmins, fast. When can you pick me up?” “Seven a.m. tomorrow morning. No pick-up. Meet me at Flying J truck stop on Albion Road.” Mark was prepared for his rider to balk at the prospect of having to meet up with his ride at a truck stop as Goober drivers usually provided door-to-door service, but the response was positive. “Cool. See you there at 7 a.m.” “This just might work out,” Mark said under his breath. • Mark pulled into the Flying J truck stop at 6:45 the next morning expecting to park his truck, grab a coffee and wait for his rider to show. Instead, he saw a young man sitting at a picnic table along with a backpack, a duffle bag and a guitar case by his side. That’s got to be him, Mark thought. He was wearing a

Goober for hire dirty jean jacket, brown denim pants and a pair of cowboy boots of the kind Mark thought they didn’t make any more. He had sideburns, long hair combed straight back and looked like he’d lost either his motorcycle or the rest of his band. He pulled up close to the picnic table, rolled down his window and said, “You going to Timmins?” “I am if you are,” the man said in reply. Mark parked Mother Load and got out so the young man could tie his bags down on the back of the rig. “What about the guitar?” Mark asked after they’d secured the first two bags. “It stays with me.” “Is it valuable?” “Not really, but it’s the only one I’ve got.” • They were an hour out of Toronto on Hwy. 400 when Mark couldn’t ignore his curiosity any longer. “You live in Timmins?” “No, I’m from Stouffville. I’ve got a gig in Timmins tomorrow night.” “A professional musician,” Mark said. “Last couple of years, yeah.” Mark drove on for a kilometer before saying anything else. “You mean to tell me I’m driving Stompin’ Tom Connors across Ontario?” The young man laughed. “I do a lot of his songs in my act, but my name’s Joey Willis. I perform under the name Joe E. Canada.” Mark was beside himself. This Goober thing was working out better than he could have hoped. Here he was on his first day on the job and a new Canadian folk hero was a passenger in his truck. “You mind singing a few songs?” Mark asked. “It would make the drive go by faster.” “Sure,” he said, turning around to grab his guitar. The rest the trip went by in a flash. They sang all kinds of Stompin’ Tom songs, from “Bud the Spud” to “Big Joe

PART 2 Muffaraw,” but it was “The Hockey Song” that Mark enjoyed most since it was the only song to which he knew the words to the chorus. In no time they were on the outskirts of Timmins and Mark was actually sorry to see the ride come to an end. “How long are you going to be playing here?” Mark asked as he pulled up in front of a low-rent watering hole on the edge of town. “Who knows?” Joey said. “If they like me, a couple of days…If they don’t like me, a couple of days.” “I’d really like to see your show.” “Well, look me up in any small town you’re in. Chances are our paths will cross again sometime.” “I sure hope so,” Mark said. • The next morning, Mark was ready to hit the road by 8 a.m., but his rider was nowhere in sight. He’d arranged to meet the next passenger at an intersection near the highway leading out of Timmins, but here he was idling fuel through his exhaust stacks and wasting precious time. And then a car pulled up, a woman got out dressed in a multi-color coat, bright yellow rubber boots and hat that had two flowers sticking out of it like antennae, one red and one blue. Then, after the woman, two, three…five bags fell out of the car onto the shoulder. “You going to Winnipeg?” Mark asked. “Yes,” she said. “You the guy taking me there?” Mark almost said, “No,” but resisted. “That’s me.” “About time you got here!” Mark almost apologized for being late, but then realized he had been waiting for her to show up. “I was waiting for you!” “Whatever.” “Let me help you with those bags.” “No!” she shouted. “Absolutely not! I’ve just got their karma right and I don’t need you to upset them by touching them…with your hands.” Mark was speechless, unsure whether she had been talking about her bags or something else that he’d missed. “My stuff is important to me,” she said. “I can’t have people messing up my stuff by putting their vibrations on them.” Again, Mark was at a loss for words and wondered if this woman knew they would be riding in the truck together for the next few hours. She was sure acting as if she didn’t. “Let’s go!” she said as she got into the passenger seat. “I’ve got no time to waste waiting for you to decide you’re ready.” Then, as she was eating a rice cake she’d pulled out of her bag, she said, “If we’re still on the road when the moon comes out, I’ll have to spend the night in here.” Mark didn’t need to hear another word. He put Mother Load in high gear and booked it all the way to Winnipeg, earning himself a speeding ticket at the OntarioManitoba border along the way. Mark Dalton returns next month in Goober for hire Part 3.

Illustration by Glenn McEvoy

58 FICTION

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2016-07-11 3:35 PM

TRUCK NEWS

NEW PRODUCTS

August 2016

Michelin backs new on/off-road tire with first road hazard guarantee GREENVILLE, SOUTH CAROLINA Michelin has announced an upgrade to its XZY3 on/off-road tire, which it says will offer longer life and the company’s first “worry-free” road hazard guarantee. The new Michelin X Works Z allposition tire was developed for mixed on/off-road applications, such as logging, oilfield and construction. The company says the tire features a 50% wider protector ply and a thicker layer of cushion gum than competitive tires, which provide greater casing durability. “Construction, energy and tanker

Tires & Wheels

Software CarriersEdge announced it is offering a new mobile training app for truck drivers. The company says it is the industry’s first dedicated online training app, and it can be used to access the company’s complete library of orienta-

pg 59 tn aug v4.indd 59

channels and groove bottom protectors to keep stones and debris from becoming lodged in the tread. Creating a rugged on/off-road tire is crucial, Ireland explained, since tire failures in these applications are likely to occur in fairly remote areas. “Customers are looking for a tire they can rely on and believe in, that will be durable for them and give them the uptime they need,” Ireland explained. “When these vehicles go down, they’re often in pretty hard to reach locations. Durability is critical to our customers.” To give customers confidence the tire will survive in punishing applica-

tions, Michelin is offering its first sixmonth road hazard guarantee. If a tire has to be taken out of service in its first six months of life, or before 50% of its usable tread depth has been worn, Michelin will give customers a $200 credit per tire. “We want to de-risk that (buying) decision for our customers,” Ireland said. “We totally believe in this tire.” The Michelin X Works Z is available in the US and Canada in four sizes: 11R22.5, 12R22.5 and 11R24.5 sizes in load range H and a 315/80R22.5 size in load range L. A 12R24.5 size in load range H will launch at a later date.

tion and refresher courses and knowledge tests, as well as custom content from trucking companies. The new app includes push notifications so fleets can notify drivers of new training assignments or when deadlines for completing courses are approaching. The app also simplifies access for drivers. The CarriersEdge mobile app is available on Google Play and at the Apple App Store for IOS and Android devices. • Geotab announced its new telematics solution, Go Rugged, recently. The new device was designed for harsh outdoor environments and developed for fleets with industrial heavy-duty and service vehicles. Geotab said it is ideal for use in construction and engineering, agriculture, utilities, oil and gas, and mining. The device features a rugged exterior enclosure, which is ideal for those fleets battling through harsh elements. It also features accident detection and notification, builtin auto-calibrating accelerometer. For more, visit www.geotab.com.

TRP Super Heavy Duty A/C Compressors feature more than twice the clutch life of industry heavy-duty compressors, and are rated at two million cycles. Advanced oil circulation for the shaft bearing and seal ensures smooth, consistent operation, TRP said in a release. For more information visit www. TRPParts.com, or a TRP retailer. • Minimizer has unveiled its new longhaul series of heavy-duty truck seats. It partnered with Isringhausen to design the seats. The long-haul series offers six different seats all equipped with 14 standard features, several Minimizer says is unique to the heavy-duty trucking industry. Some of the features include upper and lower lumbar

support, a 135-degree swivel base, air height adjustment and physical shock absorber and several other built in adjustments for driver of all shapes and sizes. Drivers can also choose an optional heated backrest and seat cushion, along with a cooled backrest and cushion, or a revitalizing massager. • Truck-Lite revealed recently that it has added the new six-inch Model 60 stop/ turn/tail and back-up combination lamp to its 60 Series line. The light combines the functions of two lamps in one unit and is available in flange, surface or grommet mounts. It also features hardwired connector options for thin depth applications and a four-position LED fit’n forget AMP connector.

TRANSPORTATION & LOGISTICS REAL ESTATE SERVICES

Components TRP is expanding its line of all-makes truck, trailer and bus parts with its Super Heavy Duty A/C Compressors. The

SALES, LEASING & INVESTMENTS RO

Rounding out its trio of tire patterns designed to balance performance and affordability, Bridgestone Americas announced two new Bandag retreads June 13 – the DR 5.3 and DR 4.3. The Bandag DR 5.3, intended for over-theroad applications, features a robust, solid shoulder, aggressive lug pattern, stone rejectors and a proprietary compound. The DR 4.3 offers a wide centre rib, open shoulder and also a proprietary compound and is designed for a variety of demanding on-road and mild off-road applications. Each accommodate common casing sizes used in truckload, LTL and P&D services, and are available through Bandag dealers in Canada and the US. • Goodyear Tire & Rubber recently rolled out its new Armor Max Pro Grade MSD tire. The tires were designed for mixed-service applications and construction, cement, dump and coal field trucks. The tires come with Goodyear’s DuraSeal technology that seals nail hole punctures. The Goodyear Armor Max Pro Grade MSD features include: a rugged tread design for excellent on- and off-road traction; atough tread compound to help resist chipping and chunking; a special mixed-service undertread compound for enhanced casing toughness; a cool-running base compound to help provide long tread life and lower rolling resistance. Currently, the Goodyear Armor Max Pro Grade MSD is available in the following sizes: 11R22.5, 11R24.5 and 12R22.5, all Load Range H. • Goodyear revealed three new tires to assist in long-haul operations by lowering cost with more miles to removal. Goodyear says its new mid-tier Marathon line, the Marathon LHS, Marathon LHD and Marathon LHT will help long haul fleets go the distance thanks to a variety of features that help promote long tire life, plus SmartWay-verified fuel efficiency and a high degree of traction.

customers demand a tire that fights against road hazards so they can keep running and get their work done,” said Adam Murphy, vice-president of marketing for Michelin Americas Truck Tires. “With multiple features to protect the casing and sidewall from shocks and impacts, the new Michelin X Works Z delivers the uptime, durability and capping those fleets demand.” In a recent conference call, Michelin’s Eric Ireland said enhancements to the tire include a double treatment of TW6 Ozone Resistor for the sidewalls, to reduce cracking due to sun exposure. It also features V-

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60 FICTION

hey arrive in the port of Montreal and move into the line of trucks waiting to get their containers unloaded. “This place is busy,” Vic’s wife says as she looks around the hectic yard.

By Edo Van Belkom “It can get a lot busier.” “It looks like chaos now. How does everyone know where to be?”

“There’s a woman driving that truck!”

“There are a lot of rules, but --”

Vic laughs. “There are plenty of women truck drivers.”

“Look at that!” “What?”

“But she looks like she could be the man’s wife... Like me... But, she’s driving!” Vic says nothing. It wasn’t all that strange to see a woman behind the wheel of a semi in Canada, but his wife was acting as if she’s just seen some unbelievable feat of magic.

Vic wondered about that. Back home, he would never have considered his wife becoming a truck driver. Women there cleaned house, cooked food and raised children and the other male drivers would have ridiculed Vic and made jokes about what kind of man he was. But they were in Canada now and it was all new. New land, new society, new ideas about what was acceptable and normal. He thought for a long time about why she couldn’t learn to drive a truck and couldn’t come up with a single good reason. “I don’t see why not,” he says at last.

fter they pick up a container in Montreal they headed for Toronto. Vic drove out of the city and found a large warehouse complex that had a bunch of large parking lots where a new driver could practice without hitting anything expensive.

Illustration by Glenn McEvoy

“If she can do it,” she says. “Why can’t I?”

“Let’s switch seats,” he says. “Now? Here?” “How else will you learn?” Vic gets out of the truck, but before he can get around to the passenger side she slides over, gets behind the seat and starts driving.

hey return home, but before they reach the truck yard Vic gives up his seat so his wife can drive into the yard.

One week later, Vic’s wife has a new job driving a school bus so she can get more driving experience and eventually go out on the road with Vic more often.

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2016-07-12 9:41 AM

ANNOUNCEMENTS

TRUCK NEWS

August 2016

TransForce taps M&A pro; David Bradley wins MTO award; Bison celebrates a three-peat; and ATA names president Bill Graves’ successor TransForce has announced the creation of a new role within the company, vicepresident of mergers and acquisitions. It has been filled by David Saperstein as of June 28, the company says. He is based in the US and reports to Greg Rumble, executive vice-president and chief financial officer of TransForce. The company says Saperstein has more than 15 years’ experience in the global mergers and acquisitions sector. “The appointment of David Saperstein will allow TransForce to provide a continuous focus on M&A and to continue its successful strategy of growing through selective acquisitions. He brings specific expertise in this domain and we look forward to benefiting from David’s acumen, as we aim to further enhance shareholder value,” said Alain Bédard, chairman, president and chief executive officer of TransForce. • The American Trucking Associations (ATA) will bring back a former association executive to replace outgoing president and CEO Bill Graves. Chris Spear, who was previously ATA senior vice-president of legislative affairs and currently vice-president of government affairs with Hyundai Motor Company, has been named the association’s ninth president. Graves is retiring after more than 13 years with the association. The ATA said Spear has previous successes with the association in developing and advancing its strategic advocacy agenda. “Chris’ enthusiasm for the trucking industry and the mission of ATA – to effectively advocate and communicate efforts that improve safety and profitability for our members – is second to none,” said ATA chairman Pat Thomas, senior vice-president of state government affairs at UPS. “We had many excellent candidates for the position, but Spear is the right fit for the organization. We are extremely pleased that he will be joining us.” • The Ministry of Transportation has awarded Ontario Trucking Association (OTA) chief David Bradley a distin-

# Join Canada’s

guished MTO partner award. The Assistant Deputy Minister’s Partnership Award was presented to Bradley for helping keep Ontario’s roads among the safest in North America. The award was presented during the recent Road Safety Stakeholder Dinner by MTO assistant deputy minister Heidi Francis. It goes to an individual or organization that “serves as models in collaboration and cooperation with MTO; provides service above and beyond expectations, and works closely with the department to ensure the province remains at the forefront of road safety.” • Bison Transportation was holding its head high after three of the company’s drivers were recognized as Volvo Canada’s Driver of the Year in their respective provinces. In Manitoba, Roger Maltman took home the honor. A long-haul driver for years who has won several safety awards in the past and has been driving for more than 40 years without a preventable accident, Maltman joined Bison in 1994. Getting his start with Bison in 1987, Randy Kuryk was honored by the British Columbia Trucking Association as driver of the year for his commitment to safety and involvement in the community. Finally, Vern Stratton was named driver of the year by the Alberta Motor Transport Association (AMTA). Stratton started with Bison 17 years ago, and was awarded for over 30 years of safe driving. • Carlos Junquera has been named new vice-president of North American parts sales for Navistar. Navistar said Junquera is a wellknown figure with the company and in the industry with more than 25 years of experience, having held numerous positions with Navistar’s parts group, customer service and engine groups, most recently holding the position of director of parts and service for the eastern hemisphere. “I am excited about this opportunity to strengthen and lead our parts sales efforts,” said Junquera.

Job Board in Trucking 61

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2016-07-12 9:44 AM

62 THE LAST WORD

TRUCK NEWS

August 2016

Gorski Bulk Transport: Rolling with the times Embracing change is key to finding success in trucking – at least according to Ted Gorski Jr. of Gorski Bulk Transport. Sonia Straface spoke with him recently to discuss why keeping up with the latest technology is important to his business.

hough Gorski Bulk Transport has been in the game for almost 60 years, it’s not an old dog that can’t learn new tricks. Or in trucking terms, it’s not a transport business that shakes it head at change and innovative or unknown, new technologies. Gorski Bulk was launched in 1957 by Ted Gorski Sr. His son, Ted Gorski Jr. recalls being told that the business was first based out of the backyard of their home in Harrow, Ont. Gorski Sr. had the trailer and his neighbor had the tractor. Then, a customer who needed immediate transportation services put everything in place. “My father was able to provide service and the customer was delighted with the service they received and eventually tank trucks replaced what the customer was receiving by rail,” Gorski Jr. said. “And that was the start of our business.” Today, Gorski Jr. is the second generation to run the business. He is the current president and his brother, Bernard, is vice-president. Together, Gorski Jr. says, they make a great team and are working on passing the business along to the third generation – both his and Bernard’s children. Gorski Bulk has roughly 78 power units, 175 tank trailers and 75 drivers and owner-operators. It hauls in Canada, the US and Mexico and mainly, it specializes in transporting liquid bulk, though it does have dry bulk operations. Its success so far is credited to unrivaled customer service, according to Gorski Jr. “We’re in the business of providing reliable, dependable, repeatable service,” he said. “So when a customer places an order with our company, they know they are able to get that service each and every time. Which means on-time pick-up, on-time delivery, error-free throughout the entire transportation process. We always make sure it’s delivered, as they want it. We make sure it’s the customers who set

the standard they require and we help them achieve that.” Gorski Jr. said that 80% of the operations his business does today is repeat business and half of its customer base has stuck around for more than a decade. “We still have our original customers from 59 years ago,” he added. Gorski said his company isn’t afraid of change – in fact, he says he welcomes it, especially when the change is technologically innovative. The company adopted electronic logging devices (ELDs) in November 2010, early by anyone’s standards in the industry, and despite the initial pushback it received from drivers (Gorski Jr. said everyone at Gorski Bulk has a voice and is heard) today it is one of the things that is keeping its drivers around. “My brother Bernard decided that we should embrace the e-log technology and it was at the time, to a certain extent, unknown territory. We had heard all about the wonderful things that elogs could provide, so we embraced it,” he said. “We found that it was part of a culture shift because the old ways of operating with paper logs were gone. The e-logs were a great way to solve the challenges we were facing. Some of our drivers say that with the e-logs they generate two to three additional weeks of revenue a year for them because they aren’t wasting time completing paper logs. Plus, it makes the inspectors at the scale happy.” After such success with e-logs, Gorski Jr. said the company made a conscious choice to continue to embrace technology. Aside from ELDs, the company’s tractors all have automated

“

Gorski Bulk perience our drivers have and the reliability of our equipment,” Gorski Jr. said. “The fun part is every move we’ve made, every choice that we’ve made, has improved the level of service and safety in our company and that translates to our customers and it translates to our drivers because they are happy to work for us.” Of course this success and dedication to service couldn’t be accomplished without the support and effort of the entire team at Gorski Bulk. Gorski Jr. said everyone – its administrative staff, its drivers and its management team – comprise a well-oiled machine that works well together to

We’re always looking at ways we can use technology to enhance the work experience our drivers have and the reliability of our equipment.” Ted Gorski Jr., Gorski Bulk Transport

transmissions, they traded in drum brakes for disc brakes, and it’s in the process of installing the video intelligence system from PeopleNet. “We’re always looking at ways we can use technology– whether its aftermarket or OEM – to enhance the work ex-

get the job done. Gorski Bulk’s challenges aren’t different from other trucking companies in North America; it too is in a battle with the driver shortage and finds recruiting new drivers difficult. “Being able to recruit the drivers and

owner-operators that we need to grow our operation is our biggest challenge today,” Gorski Jr. said. “Because our focus is to recruit the best.” He said the company is currently looking at a variety of options to recruit new blood to the company, like advertisements, word-of-mouth by drivers at truck stops, and revamping its website to focus on career opportunities. “Right now, we are finding out what works and how we can reach out. And I think our best bet is to turn to our drivers and ask them what we can do,” Gorski Jr. said. “We need to ask our drivers what would attract them to Gorski, what they like about working here and then figuring out how we translate that to the public.” Plus, he said, trucking needs to fix its image problem by rising up and supporting its drivers through recognition and safety awards. Despite the challenge of recruiting new hires, Gorski Jr. said he is excited for the future and what’s to come in the transportation industry. “Transportation is an exciting industry,” he said. “It’s something I’m never tired of. It’s something my parents were excited about. It’s got a tremendous future and it’s a great industry for anybody that is willing to make a career in it. I’ve never felt like I’ve had to work. It’s never felt like a job. It’s a great career and I hope everyone at Gorski has the same experience I have.”

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